Train  Operation 

By  William  Nichols 

For  Ten  Years  Chairman 

Board  of  Examiners 
Southern  Pacific  Company 

and 

Author  of  Book 
RULE   FOUR 


A  Treatise  on  Train  Rules,  Train  Orders, 

Change  of  Time  Table,  Automatic  Block 

Signals,  Interlocking,  Examination 

Questions  and  Answers. 


Price  Flexible  Cloth,  $2.00 
Flexible  Leather,  $2.50 


LE  GRAND  BROWN, 

Publisher 

77  South  Avenue,  Rochester,  N.  Y.  and 
P.  O.  Box  405,  San  Francisco,  Cal. 


nisi 


Copyright  1916 

by 
Le  Grand  Brown 


Published 
April,  1916 


DEMOCRAT  &  CHRONICLE,  PRESS, 
ROCHESTER,  N.  Y. 


PLATES 

BY 
LE  GRAND  BROWN 

M.  AM.  Soc.  C.  E. 


38  I  M  7 


GENERAL  NOTE. 


TN  compiling  the  Standard  Rules  the  American 
Railway    Association   inserts  a  General  Note 
reading : 

"Blanks  in  the  rules  may  be  filled  by  each 
Railroad  to  suit  its  own  organization  or  require- 
ment." 

When  such  blanks  appear  in  a  rule  or  portion 
of  a  rule  quoted  herein  the  same  should  be  under- 
stood to  apply.  Throughout  the  book  American 
Railway  Association  rulings  will  be  referred  to  as 
A.  R.  A.  Ruling £»£> 

Special  Rules  of  a  Time-table,  General  Orders 
or  Bulletins  supersede  the  Book  of  Rules  wherever 
they  conflict.  All  general  orders  and  bulletins 
that  in  any  way  change,  modify  or  amplify  the 
Book  of  Rules  should  be  inserted  in  the  special 
rules  of  the  next  time-table  issued. 


PREFACE. 


IN  presenting  this  work  to  the  public,  the  author  does 
so  in  the  hope  that  it  will  answer  some  of  the  questions 
that  have  been  presented  to  him  during  the  past,  the  solu- 
tions of  which  were  wholly  obtained  from  actual  experi- 
ence. Fifteen  years  ago  there  was  probably  less  literature 
extant  upon  the  subject  of  railroad  operation  than  upon 
any  other  branch  of  railroading.  Such  great  advances 
have  been  made  in  train  operation  during  this  period  that 
the  few  publications  of  that  day  are  in  a  measure  obsolete. 

This  book  does  not  apply  to  any  particular  railroad. 
It  is  based  upon  the  rulings  of  the  American  Railway 
Association,  as  late  as  November,  1915.  The  text  is  the 
author's  interpretation  and  amplification  of  these  rulings 
and  of  the  Standard  Train  Rules,  Train  Orders,  Block 
Signals,  and  other  practice  which  has  been  found  necessary 
and  advantageous  in  handling  trains  under  various  condi- 
tions. 

I  am  indebted  to  Professor  Stuart  Daggett,  head  of  the 
Department  of  Railway  Economics  of  the  University  of 
California  for  many  valuable  suggestions.  I  am  also 
indebted  to  Monroe  C.  Kidder,  Superintendent  of  the 
Permanent  Disability  Rating  Department  of  the  California 
State  Industrial  Accident  Commission,  and  to  W.  E. 
Boland,  Chief  Signal  Engineer  of  the  Southern  Pacific 
Company,  for  their  valuable  assistance  in  the  preparation 
of  this  work. 

It  should  be  understood  that  if  there  is  any  difference 
between  the  author's  interpretation  of  the  rules  and  that 
of  the  Management  of  the  Railroad  where  the  reader  is 
employed,  the  interpretation  and  rulings  of  that  Railroad 
should  be  strictly  adhered  to. 

WILLIAM  NICHOLS. 
San  Francisco, 
April,  1916. 


CONTENTS. 


Rule 
Form  or 
Plate     Pag-e 

Absolute-Permissive  Block  System 17           182 

Absolute-Permissive    Block    System,    Questions   and 

Answers 187 

Absence  of  Signals 27            34 

Accidents,  Defects,  etc 36 

Acknowledgement  by  X  Response 212            94 

Additional  Rules  for  Three  or  More  Tracks F271-273  117 

Advance  Block  Signal  Plate  and  Explanation 10           154 

Against  Current  of  Traffic,  Work  Extras 97-D97  63 

Ahead  of  Time 40 

All  Sections  Included  When  Train  named  by  Schedule 

Number  Alone 218            97 

Annulling  a  Schedule,  Explanation  of K           141 

Annulling  a  Section,  Explanation  of K           141 

Annulling  an  Order,  Explanation  of L           141 

Annulling  Part  of  an  Order,  Explanation  of M           142 

Annulling  an  Order,  Questions  and  Answers L           314 

Annulling  Part  of  an  Order,  Questions  and  Answers. .  M           314 

Annulling  Schedule  or  Section,  Questions  and  Answers  K           312 
Approaching  End  Double  Track,  Railway  Crossings 

and  Drawbridges  98             64 

Approaching  Schedule  Meeting  Points  Prepared  to 

Stop 90             50 

Arrive  in  advance  of  Schedule  Arriving  Time 92            52 

Audible  Signals 14            25 

Authority  of  Train  Ceases  to  Exist 7            75 

Authorization  of  Train  by  Clearance  Card 105 

Authorized  by  Rule  or  Train  Order  to  Register  by 

Ticket.   41 

Automatic  Block  Signals,  Explanation  of 147 

Automatic  Block  Signals,  Questions  and  Answers 161 

Automatic  Block  Signal,  Normally  Stop 151 

Backing  in  Siding  at  Meeting  Point 49 

Block  Signal  Rules,  Standard  1915  Revision 190 

Block  Signals,  Absolute-Permissive  System 182 

Block  Signals,  Automatic 147 

Block  Signals,  Questions  and  Answers 158 

Block  System,  Manual 107 

Blue  Signals 26            34 

Bulletin  Boards 6 

Block   Signals,    Single    Track,    Description    of    and 

Questions  and  Answers 12-15           167 

Caution,  Block  Signal 147 

Caution,  Proceed  with 6 

Caution,  Yellow  Signal 10            88 

Change  of  Timetable,  Explanation  of   4            11 

Change  of  Timetable,  Questions  and  Answers 4           165 

Chart,  Flagging 6            69 

Chart  for  making  New  Timetables A              8 

Chart,  Rule  94 94            56 

Chart,Rule96 96            60 

Chart,  Superiority  of  Trains 3            87 

Chart,  Take  Siding 7            74 

Check  of  Train  Register,  blank  form 45 

Checking  Register 43 

Class,  Superior  By  (see  superiority  of  trains) 71-78-D78  38 

vii. 


CONTENTS— Continued.  FSJeor 

Plate     Pagre 

Clearance  Card  Authorization 105 

Clearance  Card 93 

Clearance  Card  (standard) 104 

Clearance   Card  Timed  and  Dated  before  Midnight 

and  Delivered  after  Midnight 105 

Clearance  of  Superior  Trains 86-87-88-89  47 

Clearance  of  Train  by  Train  Order  Signal 48 

Color  Signals 10            23 

Communication     of     Signal     Indications     Between 

Engineman  and  Fireman 34            35 

Communicating  Signals 16            26 

Comparative  Signal  Indications,  Description  of Plate  16           178 

Completing  an  Order 213            94 

Controlled  Manual  Block  System 110 

Copy  of  Order  to  Operator  at  Meeting  or  Waiting 

Point 208 

Copy  Order  in  Manifold  as  sent 209             87 

Crossing  Over  on  Double  Track D152             80 

Current  of  Traffic D151             80 

Covering  Headlight 17-D-17-18  27 

Date  of  Schedule 4             12 

Day  of  Leaving  Plate 4            16 

Days  of  Existence  of  Schedules 4             IS 

D-Form  H,  Explanation  of D-Form  H  143 

D-Form  H,  Work  Orders,  Questions  and  Answers D  Form  H  317 

D-Form  R,  Explanation  of D-Form  R  145 

D  Form  R,  Movement  against   Current    of    Traffic, 

Questions  and  Answers D-Form  R  318 

D-Form  S  Singling  Section  Double  Track.  Explana- 
tion of D-Form  S  146 

D-Form  S  Singling  Section  Double  Track,  Questions 

and  Answers D-Form  S  319 

Dead  Time  at  Intermediate  Station 50 

Defects  in  Tracks,  Bridges  an.d  Signals 67 

Defective  Switches 79 

Definition  of  Division 2 

Definition  of  Main  Track  3 

Definition  of  Station 4 

Definition  of  Subdivision  2 

Definition  of  Train 1 

Delivering  Train  Orders. 82 

Delivery  of  Clearance  Card  on  Day  Following  Day  of 

Issue 105 

Delivery  of  Orders  by  Dispatchers 216            95 

Delivery  of  Orders  at  Point  not  a  Train  Order  Office, 

or  at  one  that  is  closed 2!  7            96 

Description  of  Comparative  Signal  Indications, Plate  16  16           178 
Description  of  Double  Track  Block  Signals,  Example 

6,  Plate  14 14           171 

Description  of  Double  Track  Block  Signals,  Example 

7,  Plate  15 15            174 

Description    Interlocking    Plant    (Eastward    Move- 
ments)   176 

Description  Interlocking  Plant  (Westward  Move- 
ments)   177 

Description  Single  Track  Block  Signals,  Example  1, 

Plate  12 12  167 

Description  Single  Track  Block  Signals,  Example  2, 

Plate  12 12  167 

Description  Single  Track  Block  Signals,  Example  3, 

Plate  13 13  169 

Description  Single  Track  Block  Signals,  Example  4, 

Plate  13 13  169 

Description  Single  Track  Block  Signals,  Example  5, 

Plate  14 14  171 

viii. 


CONTENTS— Continued 


Rule 

Form  or 

Plate 


Designate  Form  Numbers  and  Copies  Required 207 

Designation  of  Trains  in  Train  Orders 206 

Detouring 

Direction,  Superiority  by  (see  Superiority  of  Trains)  71 

Disabled  Between  Points  of  Communication 94 

Disc  Type  of  Signals 

Dispatcher's  Transfer 205 

Display  of  Green  Signals 20 

Display  of  Headlight 17  D17-18 

Display  of  Marker  Lights 

Display  of  Markers,  Single  and  Double  Track 19-D19             28 

Display  of  Markers,  Three  or  more  Tracks F273            29 

Display  of  White  Signals 21-D21             31 

Display  of  Signa|s  (Rule  22) 31 

Division ,  Definition  of 2 

Double  Track 3 

Double  Track  Block  Signals 14-15           174 

Double  Track,  Crossing  Over  on D152             80 

Double  Track  Movements  by  Means  of  Block  Signals  113 

Double  Track  Orders,  D-Form  H 148 

Doubling 71 

Dwarf  Signal 152 

End  of  Run,  Where  Belong  at  (Plate  7) 75 

Engine  Whistle  Signals 14  D14             25 

Engine  by  Train  Order  Signal  when  31  Order  Received  219            98 

Engine  Number  as  Identification  of  Trains 206            83 

Examination,  Operator's 324 

Example  3,  Plate  13,  Single  Track  Block  Signals 13           169 

Example  4,  Plate  13,  Single  Track  Block  Signals 13           169 

Existence  of  Timetable  Schedules 82             40 

Explanation  of  Automatic  Block  Signals 147 

Explanation  of  Interlocking 152 

Explanation  of  Rule  4 4             n 

Explanation  of  Timetable  Chart 7 

Extra  Trains 2 

Extra  Trains,  Order  form  of G           132 

Extra  Trains,  Form  G,  Questions  and  Answers G           302 

Extras  Taking  Siding  for  Opposing  Extras 48 

Extras  Without  Running  Orders  on  Double  Track  . . . .  Ill 

Extra.  WTork  Train 64 

Extras  Running  Orders 135 

Extras  Without  Running  Orders  on  2,  3  or  4  tracks  ...  8           112 

Fixed  Signal 4 

Flag  Signals,  Hand 12  &  13             25 

Flag  Stop 28             35 

Flagging  Chart 69 

Flagging  on  Train  Ahead 68 

Flagging  to  Rear 99  &  100             64 

Flagman's  Signals 35             36 

Form  A,  Meeting  Point,  Explanation  of A           117 

Form  A,  Meeting  Point,  Questions  and  Answers A           «84 

Form  B,  Pass  and  Run  Ahead,  Explanation  of B           120 

Form  B,  Pass  and  Run  Ahead,  Questions  and  Answers  B           289 

Form  C,  Right  Over  Opposing  1  rains,  Explanation  of  C           123 
Form  C,  Right  Over  Opposing  Trains,  Questions  and 

Answers C           290 

Form  D-H ,  Double  Track  Work  Extras,  Explanation  of  D  Form  H  143 
Form  D-H,  Double  Track    Work   Extras,  Questions 

and  Answers D  Form  H  317 

Form  D  R,  Movement    Against  Current  of   Traffic, 

Questions  and  Answers D  Form  R  818 

Form  D-R,  Explanation  of D  Form  R  145 

Form  D-S  Singling  Section  of  Double  Track,  Explana- 
tion of D  Form  S  146 


ix. 


CONTENTS— Continued.               .  For™er 

Plate  Page 
Form  D-S  Singling  Section  of  Double  Track,  Questions 

and  Answers D  Form  S  319 

Form  E,  Time  Orders,  Explanation  of 125 

Form  E,  Time  Orders,  Questions  and  Answers E  292 

Form  F,  Sections,  Explanation  of F  129 

Form  F,  Sections,  Questions  and  Answers.  F  297 

Form  G,  Extras,  Explanation  of G  132 

Form  G,  Extra  Trains,  Questions  and  Answers G  302 

Form  H ,  Work  Extras,  Explanation  of H  137 

Form  H,  Work  Extras,  Questions  and  Answers H  306 

Form  J,  Hold  Order,  Explanation  of J  140 

Form  J,  Hold  Order,  Questions  and  Answers J  311 

Form  K,  Annulling  a  Schedule  or  a  Section,  Explana- 
tion of K  141 

Form  K,  Annulling  a  Schedule  or  a  Section,  Questions 

and  Answers K  812 

Form  L,  Annulling  an  Order,  Explanation  of L  141 

Form  L,  Annulling  an  Order,  Questions  and  Answers  L  314 

Form  M,  Annulling  Part  of  an  Order,  Explanation  of  M  14* 
Form  M,  Annulling  Part  of  an  Order,  Questions  and 

Answers M  314 

Form  P,  Superseding  an  Order  or  Part  of  an  Order, 

Explanation  of P  142 

Form  P.  Superseding  an  Order  or  Part  of  an  Order, 

Questions  and  Answers  P  315 

Form  Numbers,  Designate 207  84 

Form  19  Train  Order 211  90 

Form  31  Train  Order 210  87 

Four  Tracks 112 

Full  faced  Times,  Meeting  and  Passing 19 

Full-faced  Times,  Plate  of Plate  2  21 

Fusee 11  24 

Form  19,  Restricting  Superiority 92 

General  Note V 

Giving  Proceed  Signal 84  46 

Green  Flags  and  Lights 10  23 

Green  Signals 20  30 

Hand  Flag  and  Lamp  Signals 1213  25 

Handling  31  Form  Orders 210  87 

Headlight,  Display  and  Covering  of 17-18  D17  27 

How  Long  Train  Orders  are  in  Effect 220  99 

Hold  Main  Track 72 

Hold  Order,  Form  J J  140 

Hold  Order,  Form  J  Questions  and  Answers J  311 

Hold  Order.  When  Repeated 214  95 

Hold  Order,  WThen  X  Response  is  Sent 212  94 

Hold  Order,  Explanation  of 95 

Home  Block  Signals 147 

Identification  of  Train 31 

Identification  of  Train  by  Engine  Number 206  83 

Imperfect  Display  of  Signal 27  34 

Indicators,  Train 33 

Indicators,  Switch 148 

Inferior  Train  Passing  Superior  Train  on  Dead  Time. .  50 

Interlocking,  Explanation  of 152 

Interlocking,  Questions  and  Answers 164 

Interlocking  Plate,  Questions  &  Answers 180 

Interlocking  Double  Track  Crossing  and  Drawbridge, 

Questions  and  Answers 175 

InterlockingRules  (Standard  1915  Revision ) 191 

Introduction V 

Issue  Orders  in  Same  Words  to  All  Addressed 202  81 

Lamp  Signals 12  13  25 

Leaving  in  Advance  of  Schedule  Leaving  Time 92  52 

Lower  Quadrant  Signals 147 

x. 


CONTENTS— Continued.  Fo^leor 

Plate  Page 

Main  Track : 3 

Manifold  Copies  of  Orders 209  87 

Manual  Block  System 107 

Markers,  Single  and  Double  Track 19-D19  28 

Markers.  Three  or  More  Tracks F273  2» 

Marker  Lights 28 

Meet,  Take  Siding 72 

Meeting  Extra  by  Checking  Register 44 

Meet  "  A  "  Form  of  Order,  Explanation  of A  117 

Meet  "  A  "  Form  of  Order,  Questions  and  Answers. . .  284 

Meeting  Point  Signal 90  51 

Meeting  Points,  Timetable  Full-faced 19 

Middle  Order  to  Operator  at  Meeting  or  Waiting  Point  208  86 

Miscellaneous  Orders,  Questions  and  Answers 822 

Movement  Against  Current  of  Traffic,  Explanation  of  145 
Movement  Against  Current  of  Traffic,  D  Form  R, 

Questions  and  Answers D-R  318 

Movement  Against  Current  of  Traffic  When  Holding 

Order  Not  to  Protect,  or  That  All  Extras  Will  Wait  144 

Movement  of  Trains  by  Orders 201-23  81 

Movement  of  Trains  by  Train  Orders,  Questions  and 

Answers 201-23  i26 

Movement  of  Trains,  Questions  and  Answers 82-106  264 

Movement  of  Trains  Against  Current  of  Traffic  on 

Two  or  More  Tracks  by  Means  of  Block  Signals. ..  9  115 
Movement  of  Trains,  Two  or  More  Tracks  by  Block 

Signals  only 9  115 

Movement  of  Trains  Within  Yard  Limits 93  53 

New  Timetable,  Receipt  for 10 

Normal  Position  of  Train  Order  Signal 221  A  &  B  100 

Normal  Position  Stop,  Automatic  Block  Signals 151 

Normal  Position  Train  Order  Signal  as  used  by  many 

Rairoads 10* 

Numbering  of  Train  Orders 203            81 

Obstruction,  Protection  against .-.  101  67 

Operator  Completing  Orders  for  Dispatcher 85 

Operator's  Copy  to  be  Preserved 209  89 

Operator's  Examination 324 

.Operator's  Hold  Order,  Explanation  of J  140 

Operator's  Hold  Order,  Questions  and  Answers J  311 

Operator's  Transfer 106 

Orders,  Annulling  of ,  Questions  and  Answers L  814 

Orders,  Explanation  of  Annulling L  141 

Orders,  Annulling  of,  Questions  and  Answers M  314 

Orders  Delivered  to  Train  at  Point  not  a  Train  Order 

Office,  or  one  that  is  Closed 217  96 

Orders  Dated,  Timed  and  Completed  before  Midnight 

and  Delivered  after  Midnight 105 

Orders,  Miscellaneous 822 

Order  in  Effect  when  X  Response  Sent  or  Repeated. .  214  95 

Order  Number  and  Date  should  be  Considered 117 

Orders  Sometimes  Used  Handling  Work  Extra  Trains, 

Questions  and  Answers 809 

Orders,  Train  Movement  by 201-223  81 

Orders,  Writing  of 209  87 

Overtaken  between  Train  Order  Offices 56 

OS  Record  of  Trains 222  105 

Overlap 160 

Part  of  Order  Annulled,  Questions  and  Answers M           311 

Part  of  Order  Superseded,  Questions  and  Answers P           315 

Pass  and  Run  Ahead,  Explanation  of B           120 

Pass  and  Run  Ahead  Form,  Questions  and  Answers. .  B           289 

Passing  Points,  Timetable  Full-faced 5            21 

xi. 


CONTENTS— Continued. 


Rule 
Form  or 
Plate      Page 


Passing  Train  at  Station  on  Double  Track 106 

Permissive  Signals 

Pilot 

Plate,  Examples  3  &  4,  Single  Track  Block  Signals  ....  Plate  13 

Plates,  Index  to 

Plate  Showing  Full-faced  Meeting  and  Passing  Times 

(Plate  2) 5 

Plate  Showing  Where  Trains  Cease  to  Exist 7 

Position  Light  Signals,  Explanation  of Plate  11 

Position  at  Switches 

Proceed  Signal,  Giving 84 

Proceed  with  Caution 

Proper  Handling  of  Switches.  Questions  and  Answers  102  to  106 

Proper  Position  at  Switches,  Questions  and  Answers  .  106 

Proper  Position  of  Switches 104-105 

Protection  Against  Obstruction  101 

Protection  of  Trains,  Questions  and  Answers 99-100 

Protection  of  Rear  of  Train,  Explanation  of 99-100 

Providing  foi  Use  of  Section  of  Double  Track  as  Single 

Track D  Form  S 

Pushing  Cars  Ahead  of  Engine,  Questions  and  Answers  103  to  106 

Questions  and  Answers,  Automatic  Block  System 

Questions  and  Answers,    Absolute-Permissive    Block 

System 

Questions  and  Answers,  Block  Signals 

Questions  and  Answers,  Change  of  Timetable 4 

Questions  and  Answers,  Double  Track  Block  Signals, 

Example  6,  Plate  14 

Questions  and  Answers,  Double  Track  Block  Signals, 

Example  7,  Plate  15 

Questions  and  Answers,   D-Form  H,  Double  Track 

Work  Orders D  Form  H 

Questions  and  Answers,  D-Form  R,  Movement  against 

Current  of  Traffic D  Form  R 

Questions  and  Answers,  D-  Form  S,  Single  Section  of 

Double  Track D  Form  S 

Questions  and  Answers,  Form  A,  Meeting  Point A 

Questions  and  Answers,  Form  B,  Pass  and  Run  Ahead  B 

Questions  and  Answers,  Form  C,  Right  over  Opposing 

Trains C 

Questjons  and  Answers,  Form  E.  Time  Orders 

Questions  and  Answers,  Form  F,  Sections F 

Questions  and  Answers,  Form  G,  Extra  Trains 

Questions  and  Answers,  Form  H,  Work  Extras H 

Questions  and  Answers,  Interlocking 

Questions  and  Answers,  Interlocking,  Plate  16 Plate  16 

Questions  and  Answers,  Interlocking  Double  Track 

Crossing  and  Draw-Bridge,  Plate  15 Plate  15  175 

Questions  and  Answers,    Form  J,    Operator's  Hold 

Order J  311 

Questions  and  Answers,  Form  K,  Annulling  a  Schedule 

or  Section K  312 

Questions  and  Answers,  Form  L,  Annulling  an  Order  L  314 

Questions  and  Answers,  Form  M,  Annulling  Part  of 

an  Order M  314 

Questions  and  Answers,  Form  P,  Superseding  Order 

or  part  of  an  Order P 

Questions  and  Answers,  Miscellaneous  Orders 322 

Questions  and  Answers,  Movement  of  Trains 82  to  106  284 

Questions  and  Answers,  Movement  of  Train  by  Train 

Order     201  to  228  276 

Questions  and  Answers,  Operator's  Examination 324 

Questions  and  Answers,  Proper  Handling  of  Switches    104  to  106  274 

Questions  and  Answers,  Proper  Position  at  Switches. .    104  to  106  275 


xii. 


CONTENTS— Continued.  F»Seor 

Plate 

Questions  and  Answers,  Rule  4 4 

Questions  and  Answers,  Rule  99 99-100 

Questions  and  Answers,  Rule  101 

Questions  and  Answers,  Rule  221-A 221-A 

Questions  and  Answers.  Rule  221-B 221-B 

Questions  and  Answers,  Rule  221,  as  used  on  many 

Railroads 221           281 

Questions  and  Answers,  Single  Track  Block   Signal 

System,  Example  1,  Plate  12 Plate  12           168 

Questions  and  Answers,  Single  Track  Block  Signal 

System,  Example  2,  Plate  12 168 

Questions  and  Answers,  Single  Track  Block  Signal 

System,  Example  3,  Plate  13 Plate  13           169 

Questions  and   Answers,  Single  Track  Block  Signal 

System,  Example  4,  Plate  13 170 

Questions  and   Answers,   Single  Track   Block  Signal 

System,  Example  5,  Plate  14 Plate  14 

Questions  and  Answers,  Superiority  of  Trains 71  to  73           262 

Questions  and  Answers,  Three  or  More  Tracks F271 -F2T6 

Questions  and  Answers,  Track  Orders 283 

Questions  and  Answers,  Train  Rules :   ..  1  to  5           196 

Questions  and  Answers,  Train  Rules 5  to  16           255 

Questions  and  Answers,  Train  Signals 17  to  26           258 

Questions  and  Answers,  Use  of  Signals 27  to  37           260 

Rear  End  Protection,  Explanation  of 99100             64 

Receipt  for  New  Timetable 10 

Register 41 

Register  by  Ticket,    Authorized    by   Rule    or  Train 

Order  to 42 

Register,  Meeting  by  Checking 83-D83             43 

Regular  Trains 1 

Repeat  or  X  Response  to  31  Form  Order,  Engine  past 

Train  Order  signal  or  Train  Cleared 219            98 

Report  of  Trains  to  Dispatcher 222           105 

Restriction  of  Trains  with  19  Form 92 

Right,  Superior  by  (See  Superiority  of  Trains) 71 

Right  Over  Opposing  Trains,  Form  C,  Explanation  of  123 
Right  Over  Opposing  Trains,  Form  C,  Questions  and 

Answers C           290 

Route 4             15 

Rule  4,  Explanation  of 4             11 

Rule  4.  Index  to XVI 

Rule  4,  Questions  and  Answers 4           197 

Rule  94,  Explanation  of,  Plate  4 94             54 

Rule  94  (second  paragraph)  Explanation  of 94            56 

Rule  99,  Explanation  of 99             64 

Rule  99,  Questions  and  Answers 99-100           271 

Rule  221A,  Normal  STOP,  Questions  and  Answers 221A           280 

Rule  221B,  Normal  PROCEED,  Questions  and  Answers  221B           281 

Rule  221,  as  Used  on  Many  Railroads 221           103 

Rules  for  Three  or  More  Tracks F271-2-8           117 

Rules  for  Use  of  19  Form  Orders 92 

Ruling  Work  Extras  Against  Current  of  Traffic,  A.  R.A. 

October  17,  1910 144 

Run  Ahead  Form  of  Order,  Questions  and  Answers. . .  B           289 

Run  Ahead  or  Pass,  Explanation  of. B           120 

Run  Extra  Without  Running  Orders,  Double  Track. .  Ill 

Run  Late  Forms,  Questions  and  Answers E           292 

Run  Late  Orders,  Explanation  of E           125 

Running  on  Time  of  Another  Schedule 85            46 

Running  Orders,  Extras 63 

Running  Under  Flag  Protection,  Plate  6 68 

Same  Day  of  Leaving 4            16 

Same  Direction  or  Route 4            15 

Schedule 1 

xiii. 


CONTENTS— Continued. 


Rule 

Form  or 

Plate 


Schedule,  Annulling  of,  Questions  and  Answers 

Schedules  Corresponding,  Rule  4 4 

Schedule  Existence,  Meaning  of 4 

Schedule  Existence 82 

Schedule  Meeting  and  Passing  Points 

Section,  Annulling  of,  Form  K,  Questions  and  Answers  K 

Sections,  Explanation  of F 

Sections,  Form  F,  Questions  and  Answers —  F 

Sections  of  Schedules 95 

Sending  and  Delivering  Train  Orders 204 

Sending  31  Form  Orders 210 

Siding 

Siding.  Taking  of 

Signs  Before  Figures  of  Schedules 6 

Signal,  Absence  of  or  Imperfect  Display  of 27 

Signal  Appliances 7-8-9 

Signal,  Red 10 

Signal  for  Meeting  Point 90 

Signal,  Giving  Proceed 84 

Signal  Indications  Compared Plate  16 

Signals,  Communicating 16 

Signals,  Position  Light 11 

Signals,  Blue 26 

Signals,  Disc Plate  16 

Signals,  Hand,  Flag  and  Lamp 12-13 

Signals,  Home  and  Distant  Block 

Signals,  Sections 20 

Signals  Taken  Down 96 

Signals,  Train  Rules,  Questions  and  Answers 17-26 

Signals,  Two  or  More  Engines  Coupled 22 

Signals,  Use  of.  Questions  and  Answers 27-37 

Signals  Used  by  Flagman 85 

Signals,  Whistle 14 

Signals,  White 21-D21 

Single  Track  Block  Signals Plate  12-14 

Singling  a  Section  of  Double  Track.  Explanation  of. .    D-Form  S 
Singling  a  Section  of  Double  Track,  Questions  and 

Answers 

Staff  System 

Standard  Clearance  Card 

Spacing  of  Trains 91 

Standard  Block  Signal  Rules  (1915  Revision) 

Standard  Interlocking  Rules  (1915  Revision) 

Standard  Time 123 

Starting  Train,  Conductor 84 

Station,  Definition  of 

Stop  at  Schedule  Meeting  Point 90 

Stop  on  Flag 28 

Stop  Signal  ( Red  Flag  or  Light) 10 

Subdivision,  Definition  of 

Superior  by  Class  (see  Superiority  of  Trains) 71 

Superior  by  Direction  (see  Superiority  of  Trains) .   ...  71 

Superior  by  Right  (see  Superiority  of  Trains) 76 

Superior  Train,  Clearance  of 86  89 

Superiority  of  Trains,  Plate  3 71 

Superiority  of  Trains,  Questions  and  Answers 7173 

Superseding  an  Order  or  Part  of  an  Order P 

Superseding  an  Order  or  Part  of  an  Order,  Questions 

and  Answers P 

vSwitch  Indicator 

.Switches,  Defective 

Switches,  Proper  Handling  of,  Questions  and  Answers  104-106 

Switches,  Proper  Position  at,  Questions  and  Answers  104-106 

Switches.  Proper  Position  of 104-105 

Symbols  for  Automatic  and  Interlocking 


CONTENTS— Continued.  Fo?Seor 

Plate      Page 

Take  Siding,  Plate  7 7 

Take  Siding  and  Wait 

Taking  Down  Signals,  Plate  5 

Taking  Siding 

Taking  Siding  by  Special  Rules 

Three  or  More  Tracks,  Rules  for  .••••• 

Three  or  More  Tracks,  Questions  and  Answers 

Time,  Ahead  of : •   

Time  Orders,  Form  E,  Explanation  of 

Time  Orders,  Form  E,  Questions  and  Answers 

Time  Standard 

Timetable  Chart 

Timetables,  Rule  4 

Torpedoes 

Tracing  Orders 

Track,  Obstruction 

Track  Orders 

Track  Orders,  Questions  and  Answers 

Train  Authorized 

Train  Cleared  Before  31  Order  is  Received 

Train,  Definition  of 

Train  Disabled  Between  Points  of  Communication  ...  94  54 

Train  Identification 

Train  Indicators — 

Train  Movement,  Questions  and  Answers 82  to  106  264 

Train  Movement  on  Double  Track  Against  Current  of 

Traffic  by  Means  of  Block  Signals  (See  Plate  9) ...  115 

Train  Movement  on  Double  Track  with  Current  of 
Traffic  by  Means  of  Block  Signals 

Train  Named  by  Schedule  Number  Alone 218 

Train  of  One  Schedule  on  Time  of  Another  Schedule. 

Train  Parted,  Explanation  of 102— D  102  76 

Train  Parted,  Questions  and  Answers - 102— D  102  274 

Train  Order  Check  of  Register   

Train  Orders  in  Effect,  How  Long 220 

Train  Order  Signal,  Normal  PROCEED 221  B  102 

Train  Order  Signal,  Normal  STOP 221  A  101 

Train  Order  Signal,  Rule  221  as  Used  by  Many  Rail- 
roads, Questions  and  Answers 

Train  Order  Signal,  Rule  221A,  Questions  and  Answers          221  A  280 

Train  Order  Signal,  Rule  221B,  Questions  and  Answers          221  B  281 

Train  Register 

Train  Register,  Check  of 43 

Train  Register  Check,  Form  of 45 

Train  Rules  1  to  16  incl.,  Questions  and  Answers 1  to  16  196 

Train  Signals,  Rules  17  to  26  incl.,  Questions  and 

Answers 17  to  26  258 

Train  Unable  to  Proceed  Against  Opposing  Train  —  2d  Part  94  56 

Trains,  Spacing  of 91  52 

Trains,  Superior  (see  Superiority  of  Trains) 71 

Trains,  Extra 2 

Trains,  Movement  of ,  by  Train  Order 201  to  223  81 

Trains,  Regular 

Trains,  Superiority  of,  Explanation  of 71 

Trains,  Superiority  of.  Questions  and  Answers 71  to  73  262 

Trains,  Work 135 

Transfer,  Dispatcher's 205  82 

Transfer,  Operator's 106 

Transmission  of  Orders  Simultaneously 208  85 

Transmission  of  31  Form  Orders 209-210 

Transmission  of  19  Form  Orders 211  90 

Twelve  Hour  Existence  of  Schedules 82  40 


CONTENTS— Continued. 

Plate 
Unable  to  Proceed  Against  Opposing  Train    When 

Overtaken  Between  Stations 94 

Under  Control 

Upper  Quadrant  Signals 

Use  of  Signals,  Questions  and  Answers 27  to  37 

Use  of  19  Form  to  Restrict  Superiority 

Visible  Signals,  Color 10 

Wait   Orders   Applying  Entirely    Outside  of   Work 

Limits ; 

Wait  Orders,  Form  E,  Explanation  of E 

Wait  Orders,  Form  E,  Questions  and  Answers E 

When  an  Order  is  in  Effect  or  Becomes  a  Hold  Order  214 

When  Train  is  Named  in  Order  by  Schedule  Number 

Alone 218 

Where  Time  Applies 

Where  Trains  Authority  Ceases  at  Station 

Whistle  Signals,  Engine 14 

Whistle  Signals,  Air 16 

White  Signals  (Extra  Trains) 21  D21 

Work  Extras  

Work  Extras,  D-Form  H D  Form  H 

Work  Extras,  Form  H,  Explanation  of 

Work  Extras,  Form  H,  Questions  and  Answers H 

Work  Extras  With  and  Against  Current  of  Traffic 97-D97 

Writing  Orders 209 

X  Response 212 

Yard  Limits,  Movement  Within 93 

Yellow  Flag  or  Light 10 

Yellow  Boarding  Signals 


PLATES. 


DESCRIPTION 


No.       Pagre 

Absolute- Permissive  Block  Signal  System 17       PftWe 

Advance  Block  Signal 10           154 

Automatic  Block  (single  track)  Examples  1  and  2 167 

Automatic  Block  (single  track)  Examples  3  and  4  ....  13           169 

Automatic  Block  (single  track)  Example  5 14           171 

Automatic  Block  (double  track)  Example  6 14           172 

Automatic  Block  ( double  track)  Example  7 15           174 

Automatic  and  Interlocked  Double  Track  Crossing 

and  Drawbridge 15           174 

Position  Light  Signals 11           156 

Comparative  Signal  Indications 16           177 

Day  of  leaving,  Same 16 

Extras  Running  Without  Orders— 2,  3  and  4  Tracks. . .  112 

Full  faced  Meeting  and  Passing  Points 21 

Interlocking  Plant 16          176 

Movement  by  Signals  Only 9           115 

Rule  4— Change  of  Timetable Al  to  A55  200 

Rule  94— Train  Disabled 4            56 

Rule  96— Taking  Down  Signals 60 

Running  Under  Flag  Protection 6            69 

Standard  Block  Signal  Indications  (Aspects) 18-19-20  192 

Standard  Interlocking  Indications  (Aspects) 20-21-22  194 

Superiority  of  Trains ..;...  37 

Timetable  Chart A              8 

Where  Time  Applies  (Rule  5) 1             17 

Where  Train's  Authority  Ceases  at  Station 7            74 

RULE  FOUR. 

Corresponding  Schedules  of  Old  and  New  Time  Tables. 

Time  at  Stations  Later  on  the  New A-l  200 

Corresponding  Schedules  of  Old  and  New  Time  Tables; 

Schedule  of  Old  Partly  Fulfilled  at  Time  of  Change  B-l  202 
Corresponding  Schedules  of  Old  and  New  Time  Tables. 

Train  Running  Late  on  Old  at  Time  of  Change. 

Time  on  New  Later C-l  204 

Corresponding  Schedules  of  Old  and  New  Time  Tables. 

Train  Running  Late  on  Old  at  Time  of  Change. 

Time  on  New  Earlier D-l  206 

Schedules  of  Old  and  New  Time  Tables  Corresponding 

in  all  Particulars  except  Number A-3  208 

New  Schedule  of  New  Time  Table  Due  to  Leave  Initial 

Station  After  New  Takes  Effect  and  on  Same  Day  A-5  210 
Schedules  of  Old  and  New  Time  Tables  Corresponding 

Except  in  Day  of  Leaving.  New  First  Due  to  Leave 

on  Day  of  Change  Thirty  Minutes  After  Change. .  A-7  212 
Schedules  of  Old  and  New  Time  Tables  Corresponding 

Except  Day  of  Leaving.    New  First  Due  to  Leave 

on  Day  Following,  Twenty- three  Hours  and  Thirty 

Minutes  After  Change  B7           214 

xvii.  2 


PLATES-DESCRIPTION— Continued. 

Schedules  of  Old  and  New  Time  Tables  Corresponding 

Except  in  Class,  Initial  and  Terminal  Stations 

Schedules  of  Old  and  New  Time  Tables  Corresponding 

as  per  Rule 

Schedules  of  the  Old  and  New  Time  Tables  Correspond- 
ing.   Schedule  of  Old  Partly  Fulfilled  at  Time  of 

Change 

Schedules  of  the  Old  and  New  Time  Tables  Correspond- 
ing.   Three   Sections   on    the   Old    at   Different 

Stations  at  Time  of  Change 

Schedules  of  the  Old  and  New  Time  Tables  Correspond- 
ing.   Two  Sections ;  First  Completing  Run  on  Old 

Before  the  Change ;   Second  Not  Out  of  Initial 

Station  at  Time  of  Change 

Schedules  of  Old  and  New  Time  Tables  Corresponding. 

Two  Sections ;  First  Completing  Run  on  Old  Before 

the  Change ;  Second  at  an  Intermediate  Station 

at  Time  of  Change 

Schedule  of  Old  and  New  Time  Tables  Corresponding 

Every  Day  of  Week  Except  Sunday.  Train  of  Sat- 
urday at  Intermediate  Station  at  Time  of  Change, 

Sunday  morning 

Schedules  of  Old  and  New  Time  Tables  Corresponding 

Every  Day  of  Week  Except  Saturday.    Train  of 

Saturday    at    Intermediate   Station    at  Time  of 

Change,  Sunday  Morning 

Schedules  of  Old  and  New  Time  Tables  Corresponding. 

Schedule  of  Old  Twelve  Hours  Late  Over  Entire 

Run  Before  New  Takes  Effect.    Time  of  New  at 

Initial  Station  Later  Than  Time  of  Change 

Schedules  of  Old  and  New  Time  Tables  Corresponding. 

Schedule  of  Old  Unfulfilled  at  Time  of  Change  and 

Eleven  Hours  and  Fifty -five  Minutes  Late  at  an 

Intermediate  Station 

Schedules  of  Old  and  New  Time  Tables  Corresponding, 

Schedule  Existing   (or  Train  Authorized)  on  Old 

Thirty  Minutes  Before  New  Takes  Effect 

Schedules  of  Old  and  New  Time  Tables  Corresponding. 

Schedule  of  Old  Not  in  Effect  (or  Authorized)  by 

Two  Hours  at  Time  New  Takes  Effect.    Daily 

Schedules  but  No  Schedule   Existing  on  Day  of 

Change B-17 

Schedules  of  Old  and  New  Time  Tables  Corresponding. 

Schedule  Existing  (or  Train  Authorized)  on  Old 

One  Minute  Before  New  Takes  Effect D-l  7 

Schedule  of  Old  Due  to  Leave  Monday.  Wednesday 

and  Friday ;    on    New,    Tuesday.  Thursday  and 

Saturday.     New  in  Effect  12:01  A.  M.  Sunday A-19 

Schedule  of  Old  Due  to  Leave  Monday,  Wednesday 

and  Friday:    on  New,  Tuesday,   Thursday    and 

Saturday.    New  in  Effect  at  12:01  A.  M.  Saturday,  B  19 

Schedule  of  Old  Due  to  Leave  Saturday  Only  :  on  the 

New,  Sunday  Only A  21 

Schedule  of  Old  with  No  Corresponding  Schedule  on 

New .. A-25 

Schedule   of   Old    and    New   with  Different  Initial 

Station  and  Route  (Direction) ••*    ^A-27 

Schedule   of   Old    and    New    with    Different  Route  \f 

(Direction)  C  to  G S\^  A-29 

A  Time  Table  with  Two  Subdivisions.    A  Schedule  on 

New  Time  Table  with  None  Corresponding  on  Old, 

Due  to  Leave  Initial  Station  on  Subdivision  No.  2 

Before  Due  to  Leave  Initial  Station  on  Subdivision 

No.  1 A  55  254 


xviii. 


TRAIN. 

"An  engine,  or  motor,  or  more  than  one  engine  or  motor 
coupled,  with  or  without  cars,  displaying  markers." 

If  an  engine  or  engine  with  cars  or  a  motor  with  or 
without  cars  is  met  without  markers  the  train  is  not 
complete. 

An  inferior  train  meeting  or  being  passed  by  a  superior 
train  must  see  the  superior  tram's  markers,  otherwise 
it  must  assume  that  it  has  not  been  met  or  passed. 

If  the  superior  train  does  not  hold  a  meet  or  other 
restricting  order  with  the  inferior  train,  the  fact  that 
the  inferior  train  is  not  displaying  markers  does  not 
concern  the  superior  train. 

If  an  inferior  train  fails  to  clear  the  time  of  a  superior 
train  it  must  properly  protect  itself. 

If  every  engine  (or  motor)  or  engine  with  cars  with- 
out markers  is  to  be  considered  a  part  of  a  train  and  an 
explanation  required,  it  would  be  necessary  for  all  trains 
to  stop  where  work  or  other  trains  tie  up. 

SCHEDULE. 

Schedules  are  the  authority  for  the  movement  of 
regular  trains.  They  are  classified  as  first,  second,  third 
class,  etc. 

A  schedule  is  composed  of  a  column  of  figures  show- 
ing the  number,  class  and  time  at  stations,  also  the  days 
that  such  schedule  will  be  in  effect  and  the  territory  over 
which  its  authority  exists.  A  train  running  on  a  schedule, 
superior  to  another,  has  precedence  over  it. 

An  engine  or  more  than  one  engine  (or  motor)  coupled 
with  or  without  cars  displaying  markers  may  be  authorized 
to  run  under  authority  of  a  specified  schedule  by  being 
given  orders  or  a  clearance  card,  or  both  or  as  the  rules 
may  require.  It  is  then  authorized  to  run  under  such 
authority  to  the  end  of  its  run  on  the  Division  or 
Subdivision. 

When  it  becomes  necessary  to  authorize  the  use  of  a 
schedule  from  an  intermediate  station  a  train  order  to 
that  effect  should  be  issued.  A  schedule  does  not  exist  at 
any  station  until  it  is  due,  therefore  a  train  can  not  run 

Page  i 


ahead  of  :its  schedule.  If  -a  train  is  ^ot  authorized  to  run 
on  a  schedule  when  it  is  first  due  it  may  be  so  authorized 
any  time  within  12  hours  after  its  time  at  any  station. 
Whenever  a  schedule  becomes  more  than  12  hours  late 
at  a  station  it  loses  its  existence  at  such  station  and  the 
train  (engine  and  equipment)  must  thereafter  be  moved 
by  train  order. 

SECTION. 

Sections  can  not  be  created  unless  two  or  more  trains 
are  involved,  therefore  there  is  no  such  thing  as  a  section 
of  a  train — it  is  a  section  of  a  schedule.  If  there  were 
five  sections  of  No.  1  from  A  to  H,  there  would  be  five 
separate  trains.  The  use  of  the  phrase  "only  section"  is 
erroneous.  If  there  is  but  one  train,  it  is  the  regular  train 
fulfilling  its  schedule. 

EXTEA  TRAINS. 

Extra  trains,  either  extra  or  work  extra,  have  no 
authority  except  that  which  is  conferred  upon  them  by 
train  order. 

Before  an  extra  train  is  given  authority  to  run  provis- 
ion must  be  made  by  the  Dispatcher  for  it  to  meet  all 
opposing  extra  trains  authorized  to  use  the  same  track. 
There  are  several  ways  this  can  be  done,  as  is  shown  under 
train  order  examples. 

Work  extras  move  in  both  directions  on  single  track 
within  their  authorized  limits,  whereas  extras  move  in 
one  direction  except  when  given  round  trip  orders,  in 
which  case  their  movement  must  be  first  to  the  turning 
point  before  the  return  movement  can  be  made. 

DIVISION. 

"That  portion  of  a  railroad  assigned  to  the  supervision 
of  a  —  -".  (Generally  the  Superintendent). 

If  a  Division  is  not  subdivided  it  is  a  unit  of  railroad. 
SUBDIVISION. 

"A  portion  of  a  Division  designated  by  time-table". 

Each  Subdivision  must  be  considered  a  unit  of  rail- 
road. If  a  Division  is  subdivided  into  three  parts,  we  then 
have  three  railroads,  from  an  operating  point  of  view, 
within  one  Division.  Conductors,  enginemen  and  others 
Page  2 


must  recognize  in  the  movement  of  trains ;  each  subdivision 
as  a  separate  unit  of  railroad,  regardless  of  whether  the 
territory  worked  by  a  Dispatcher  covers  one  or  more  than 
one  Subdivision.  If  a  crew  runs  over  two  Subdivisions, 
their  train  on  one  Subdivision  must  be  considered  a  separ- 
ate train  from  that  of  another  Subdivision. 
MAIN  TEACK,  DOUBLE  TRACK,  AND  THREE  OR 
MORE  TRACKS. 

"A  main  track  is  a  track  extending  through  yards  and 
between  stations,  upon  which  trains  are  operated  by  time- 
table, or  train  order,  or  both,  or  the  use  of  which  is 
governed  by  block  signals."  If  only  one,  it  is  a  single 
track  operated  by  train  order  and  time-table  or  both,  upon 
which  trains  are  operated  in  both  directions. 

If  two  tracks,  we  have  double  track  or  two  main  tracks 
upon  one  of  which  the  current  of  traffic  is  in  one  direc- 
tion, and  upon  the  other  in  the  opposite  direction.  When 
both  passenger  and  freight  trains  move  over  the*  same 
track,  such  track  can  not  be  considered  a  high  speed  track, 
for  both  slow  and  high  speed  trains  use  it. 

If  there  are  three  main  tracks,  one  may  be  used  for 
first  class  trains  only  and  one  for  freight  trains.  The  third 
track  must  then  accommodate  both  high  and  slow  speed 
trains. 

If  there  are  four  tracks,  we  may  then  have  two  tracks 
for  passenger  trains,  upon  one  of  which  passenger  trains 
move  in  a  specified  direction,  and  upon  the  other  in  the 
opposite  direction.  The  other  two  tracks,  may  be  used  by 
freight  trains  in  the  same  manner. 

In  some  cases  where  there  are  more  than  two  main 
tracks,  two  may  be  used  as  double  track  and  the  others 
as  directed  by  special  instructions.  There  may  be  four 
main  tracks  used  as  two  double  track  systems,  two  tracks 
for  through  traffic  and  two  tracks  for  local  or  suburban 
traffic. 

Where  there  are  three  or  more  tracks  a  slow  passenger 
train  may  be  diverted  to  a  freight  track  to  allow  a  fast  pas- 
senger train  to  pass,  thus  avoiding  delay.  A  fast  freight 
may  be  diverted  to  a  passenger  track  to  permit  it  to  pass 

Page  3 


a  slow  freight,  and  vice  versa.  When  trains  are  handled 
in  this  manner,  towermen  located  at  or  near  the  crossover 
line  up  the  switches  for  such  movements  on  authority  of 
the  Dispatcher.  Towermen  further  along  the  line  are 
authorized  to  line  up  switches  for  train  to  return  to  its  own 
track.  When  it  becomes  necessary  to  move  a  passenger 
train  on  a  freight  track  the  distance  to  be  moved  will 
depend  upon  traffic  ahead  of  it,  or  the  length  of  time  it 
requires  the  fast  passenger  train  to  clear  a  trailing  point 
crossover  in  advance  of  the  slow  passenger  train. 

There  are  but  few  train  orders  necessary  where  there 
are  two  or  more  main  tracks.  The  real  art  in  dispatching 
trains  is  on  single  track  where  traffic  is  heavy.  It  is  here 
that  the  greatest  danger  exists. 

With  a  proper  block  signal  system  the  signals  to 
govern  train  movements  in  and  out  of  sidings,  trains  may 
be  safely  moved  on  single  track  without  train  orders  and 
with  but  few  train  rules. 

The  phrases  "high"  and  "slow  speed"  tracks  are  now 
obsolete  as  some  freight  trains  run  as  fast  as  passenger 
trains. 

STATION. 

"A  place  designated  on  the  time-table  by  name,  at  which 
a  train  may  stop  for  traffic,  enter  or  leave  the  main  track, 
or  from  which  fixed  signals  are  operated." 

(See  explanation  under  Rule  5). 

SIDING. 

A  siding  is  not  a  "passing  track".  The  phrase  "pass- 
ing track"  is  unauthorized  by  the  rules  and  should  not  be 
used. 

The  definition  of  a  siding  is  a  track  auxiliary  to  the 
main  track  for  meeting  or  passing  trains.  All  others  than 
those  known  or  designated  as  a  "siding"  belong  to  and  are 
a  part  of  the  yard  and  may  be  designated  as  House,  Team, 
or  any  name  best  suited  to  their  use. 

FIXED  SIGNAL. 

Fixed  signals  are  such  signals  as  Slow  Boards,  Stop 
Boards,  Yard  Limits,  Switch,  Train  Order,  Block,  Inter- 
locking, Semaphore,  Disc,  Ball  or  other  means  for  dis- 
Page  4 


playing  indications  that  govern  the  movement  of  a  train. 
If  two  position  signal  it  may  indicate  either  STOP  or 
PROCEED.  If  three  position  signal  it  may  indicate  either 
STOP,  CAUTION  or  PROCEED. 

PILOT. 

A  pilot  should  be  either  a  conductor  or  engineman  who 
is  thoroughly  acquainted  with  the  road,  however  any 
competent  employe  may  be  assigned  to  that  duty.  The  fact 
that  there  is  a  pilot  on  a  train  does  not  relieve  the  con- 
ductor or  engineman  of  responsibility. 

A  pilot  should  ride  on  the  engine  and  be  in  a  position 
to  direct  engineman  or  furnish  any  information  necessary 
for  the  prompt  and  safe  movement  of  the  train.  He  is 
equally  responsible  with  the  conductor  and  engineman  and 
must  have  a  copy  of  current  time-table  or  its  supplement 
and  all  train  orders.  Orders  should  be  addressed  to  Con- 
ductor, Engineman  and  Pilot. 

"The  responsibility  of  a  pilot  is  the  same  as  the  responsi- 
bility of  the  engineman  or  conductor,  or  both,  whom  he 
pilots."  (See  definition  of  "PILOT").  A.  R.  A.  ruling, 
Oct.  12,  1887. 

UNDER  CONTROL. 

(Not  Standard). 

If  the  track  is  seen  to  be  clear  for  a  great  distance, 
a  train  may  run  at  a  high  rate  of  speed  and  at  the  same 
time  be  under  control.  If  track  can  be  seen  to  be  clear 
for  only  a  short  distance  the  speed  must  necessarily  be 
very  slow. 

If  two  opposing  trains  are  approaching  each  other  on 
a  curve  and  each  discovers  the  other's  presence  at  about 
the  same  moment,  they  should  be  moving  at  a  speed  which 
would  enable  each  to  stop  within  less  than  half  the  dis- 
tance track  is  seen  to  be  clear. 

There  is  no  standard  definition  for  "under  control", 
its  meaning  being  left  for  each  Railroad  to  define. 

In  running  under  control  through  yard  limits  the  speed 
should  be  such  that  a  train  can  be  stopped  before  striking 
an  engine,  car  or  train  that  may  be  occupying  or  fouling 
the  main  track. 

Page  5 


PEOCEED  WITH  CAUTION. 

Oct.  19,  1908,  the  American  Railway  Association  stated 
"The  term  'proceed  with  caution'  is  employed,  and  the 
manner  or  method  is  left  for  each  road  to  determine  for 
itself  in  accordance  with  its  needs  and  the  varying  condi- 
tions and  practices  necessary  on  different  railroads". 

DETOURING. 

If  a  train  scheduled  from  "A"  to  "H"  is  detoured  from 
"C"  to  "D"  there  is  nothing  to  prevent  it  resuming  its 
schedule  "D"  to  "H"  without  a  train  order,  provided  it 
has  been  annulled  between  "C"  and  "D"  by  Form  K. 

See  A.  R.  A.  Ruling  April  19,  1909,  and  April  20,  1914. 

BULLETIN  BOARDS. 

(Not  Standard). 

Bulletin  boards  or  books  may  be  provided  at  localities 
accessible  to  conductors  and  enginemen.  They  should  be 
examined  before  going  out  on  each  trip.  A  bulletin  posted 
thereon  is  just  as  important  as  a  rule  and  there  should 
be  no  excuse  for  not  reading  and  thoroughly  understand- 
ing every  bulletin  issued. 

In  order  to  show  it  has  been  read  and  is  understood 
each  person  should  sign  his  name  indicating  date  and 
time  bulletin  is  read. 

Bulletins  should  be  consolidated  at  least  every  30  days, 
after  first  eliminating  all  that  are  of  no  value.  All  perma- 
nent instructions  relative  to  train  movements  should  be 
printed  as  a  special  rule  in  the  first  time-table  issued  after 
the  date  of  such  instructions  and  then  removed  from  the 
bulletin  board  or  book. 

STANDARD  TIME  AND  CLOCKS. 

(Rules  1,  2  and  3). 

Watches  that  have  been  examined  and  certified  to  by  a 
designated  inspector  must  be  used  by  conductors,  engine- 
men  and  others  designated.  The  certificate,  in  prescribed 
form,  must  be  renewed  and  filed  with  the  proper  official 
at  intervals  as  designated  by  the  Company  where  em- 
ployed. Watches  of  conductors,  enginemen  and  others 
designated  must  be  compared  before  commencing  each 
day's  work  with  a  standard  clock  designated  by  time-table 
as  a  standard  clock.  The  time  when  watches  are  compared 
Page  6 


must  be  registered  on  a  prescribed  form.  The  space  pro- 
vided for  registration  of  time  is  sometimes  provided  on 
the  train  register. 

Conductors  and  enginemen  whose  duties  prevent  them 
from  having  access  to  a  standard  clock  should  compare 
and  regulate  daily  with  conductors  who  have  had  access 
thereto.  If  no  conductor  or  engineman  with  whom  to 
compare,  ask  the  Dispatcher  for  the  time  and  request  the 
operator  to  repeat  it  to  the  Dispatcher. 

Conductors  should  also  compare  time  with  their 
enginemen  before  starting  on  a  run  and  as  soon  there- 
after as  practicable  with  brakemen  and  flagmen. 

Never  compare  time  unless  clock  is  designated  as 
standard. 

EXPLANATION    OF   A    TIME-TABLE    CHART    USED 
IN  CHANGING  A  TIME-TABLE. 

(See  Plate  A). 

On  each  Division  of  a  Railroad  there  is  a  time-table 
chart  used  in  changing  time  of  schedules.  It  is  ruled  as 
shown  in  Plate  A.  On  the  left  margin  are  printed  the  names 
of  stations  of  the  Division,  or  Subdivision,  and  the  hori- 
zontal line  under  each  station  is  the  station  line. 

The  vertical  lines  beginning  at  12:00  midnight,  and 
spaced  equal  distance  apart  to  the  line  ending  at  midnight, 
on  the  right,  represent  each  hour  of  the  day  as  indicated 
at  the  top  and  bottom  of  the  lines.  The  four  spaces  be- 
tween the  hour  lines  represent  fifteen  minutes  each.  Full 
size  charts  are  generally  ruled  for  five  minute  spaces. 

The  station  lines  are  ruled  proportionately  to  the  dis- 
tance between  stations.  The  small  figures  to  the  left  of 
stations  represented  by  A,  B,  C,  etc.,  indicate  the  distances 
between  stations,  while  those  to  the  right  are  distances 
that  the  respective  stations  are  from  one  end  of  the 
Division,  or  Subdivision. 

In  placing  the  strings  on  the  chart  to  represent  sched- 
ules, it  is  necessary  to  consider  speed,  grades  and  work  at 
stations.  Strings  must  be  placed  at  more  of  an  angle  to- 
ward the  horizontal  for  slower  speed  and  ascending  grades, 
and  toward  the  vertical  for  higher  speed. 

On  each  time-table  chart  should  appear  a  string  rep- 

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resenting  each  schedule  of  the  current  time-table.  The 
strings  are  regulated  on  the  chart  by  the  use  of  pins,  and  all 
strings  running  at  an  angle  to  the  right,  commencing  at 
the  top  of  the  chart  or  on  Station  A  line,  as  shown  by  the 
arrows  in  Plate  A,  represent  schedules  from  A  to  H. 
Therefore,  all  strings  running  at  an  angle  from  Station  H 
line,  at  the  bottom,  represent  schedules  in  the  opposite 
direction,  H.  to  A.  Red  strings  are  generally  used  to  rep- 
resent passenger,  and  black  strings  freight  schedules.  The 
point  where  two  opposing  strings  cross  indicates  the  meet- 
ing point  of  the  trains  of  the  two  opposing  schedules  as 
they  appear  on  the  time-table  in  full-faced  type. 

When  two  strings  of  the  same  direction  cross  on  a  sta- 
tion line,  it  indicates  that  the  train  of  the  faster  schedule 
passes  the  slower.  When  a  line  or  string  follows  the 
station  line  horizontally,  it  indicates  dead  time  at  a  station. 

The  string  representing  the  schedule  of  Old  No.  2  due 
out  of  A  at  2  :00  A.  M.  and  into  Ef  at  10  :30  A.  M.,  as  it 
appears  on  the  chart,  is  moved  over  to  3  :00  A.  M.  at  A  and 
11:50  A.  M.  at  H  to  represent  the  New  as  shown  by  the 
dash  line.  The  change  in  this  schedule  makes  it  necessary 
to  change  the  time  of  the  opposing  schedule  due  out  of  H 
at  3  :00  A.  M.,  between  G  and  D  to  make  a  meeting  point 
at  E  (see  dotted  line).  The  string  representing  a  freight 
schedule  from  D  to  A,  which  is  a  continuation  of  the 
schedule  out  of  H  at  5 :00  P.  M.,  had  to  be  moved  as 
shown  by  the  dotted  line  to  make  a  meet  with  No.  2  at  B 
which  made  it  necessary  to  show  the  freight  schedule  into 
A  at  5  :30  instead  of  5  :00  A.  M.,  otherwise  it  would  have 
to  meet  No.  2  at  A  at  3:00  A.  M.  which  would  make  its 
time  too  fast  between  D  and  A.  The  string  (dash  line) 
representing  No.  2's  new  time  will  be  seen  to  cross  the  line 
of  an  opposing  schedule  between  F  and  G.  This  necessi- 
tates a  change  in  the  opposing  schedule  leaving  H  at  7  :00 
A.  M.  Its  speed  will  have  to  be  increased  between  H  and 
F  or  the  leaving  time  at  H  made  earlier  to  make  a  schedule 
meet  at  F  with  No.  2.  After  the  strings  are  regulated  to 
suit  conditions,  the  time  represented  by  them  is  transferred 
to  the  proposed  time-table  and  printed. 

Page  ? 


EECEIPT  FOR  NEW  TIME-TABLE. 

(Not  Standard). 

It  is  the  Dispatcher's  duty  to  know  positively  that 
each  conductor  and  engineman  and  pilot  (if  any)  has  a 
new  time-table,  or  a  supplement  of  current  time-table,  if 
there  is  one,  at  the  time  it  takes  effect,  and  also  to  know 
that  all  who  go  out  after  new  takes  effect,  have  a  copy. 

He  should  obtain  receipt  from  conductors  and  engine- 
men  and  pilots  (if  any)  of  trains  that  may  be  on  the  road 
at  the  time  the  new  time-table  takes  effect. 

It  is  only  necessary  for  Dispatchers  to  have  one  signa- 
ture of  each  (if  a  "31"  form  is  used) ;  however,  as  the 
operator  at  one  terminal  does  not  know  who  has  signed  or 
not  signed  for  a  new  time-table  at  the  other  end  of  the 
territory  over  which  the  employe  runs,  he  is  obliged  to 
obtain  signature  unless  authorized  by  the  Dispatcher  not 
to  do  so. 

If  a  conductor  or  engineman  has  been  absent  from  duty 
or  running  on  another  Division  or  Railroad  it  is  his  duty 
to  inquire  for  and  obtain  a  current  time-table  or  supple- 
ment thereto  before  using  the  main  track. 

If  a  time-table  is  bulletined  sufficiently  in  advance  of 
the  time  it  takes  effect  and  those  whose  duty  requires  them 
to  have  a  copy  fail  to  obtain  one,  they  should  be  held 
equally  responsible  with  Dispatcher. 

If  a  crew  ties  up  on  the  road  where  they  have  not 
access  to  bulletin  boards  the  responsibility  then  devolves 
upon  the  Dispatcher.  Operators  and  others  whose  duty 
it  is  to  obtain  signatures  receipting  for  a  new  time-table 
should  preserve  such  signatures  for  future  reference. 

On  some  Railroads  after  a  time  limit  of  six  days  from 
the  time  the  new  time-table  takes  effect  has  expired,  the 
Dispatcher  is  relieved  of  the  responsibility  and  may  annul 
the  order  on  which  receipts  are  taken.  After  such  time 
the  conductor  and  engineman  are  responsible. 

In  case  of  a  Railroad  holding  trackage  privilege  over 
another  Railroad  the  employes  of  such  road  should  not 
start  on  their  run  over  the  joint  track  without  ascertain- 
ing whether  they  hold  the  current  time-table,  especially  if 
they  are  not  running  regularly  over  that  track. 

Page  w 


TIME-TABLES. 

(Rule  4). 

"Each  time-table,  from  the  moment  it  takes  effect, 
supercedes  the  preceding  time-table,  and  its  schedules  take 
effect  on  any  Division,  or  Subdivision,  at  the  leaving  time 
at  their  initial  stations  on  such  Division,  or  Subdivision. 
But  when  a  schedule  of  the  preceding  time-table  cor- 
responds in  number,  class,  day  of  leaving,  direction,  and 
initial  and  terminal  stations  with  a  schedule  of  the  new 
time-table,  a  train  authorized  by  the  preceding  time-table 
will  retain  its  train  orders  and  assume  the  schedule  of  the 
corresponding  number  of  the  new  time-table. 

Schedules  on  each  Division,  or  Subdivision,  date  from 
their  initial  stations  on  such  Division  or  Subdivson. 

Not  more  than  one  schedule  of  the  same  number  and 
day  shall  be  in  effect  on  any  Division,  or  Subdivision." 

PRINCIPAL  REASONS  FOR  CHANGING  A 
TIME-TABLE. 

To  change  the  schedule  time  at  stations, 
To  add  an  additional  schedule, 
To  discontinue  a  schedule. 

PRINCIPAL  OBJECTS  OF  RULE  4. 

To  permit  the  transfer  of  a  schedule  of  the  (old)  pre- 
ceding time-table  to  the  new  time-table,  changing  the  time 
at  stations,  if  desired. 

To  permit  as  many  trains  as  possible  to  continue  under 
schedule  authority  under  the  new  after  the  new  takes 
effect,  thereby  facilitating  the  movement  of  trains. 

EXPLANATION  OF  RULE  4. 

When  a  time-table  takes  effect  it  authorizes  the  sched- 
ules indicated  thereon  on  the  days  designated,  subject  to 
the  rule,  "Daily"  meaning  the  schedule  will  exist  every 
day,  "Daily  except  Sunday,"  meaning  it  will  exist  every  day 
in  the  week  except  Sunday;  "Mondays,  Wednesdays  and 
Fridays,"  meaning  it  will  exist  only  on  those  days ;  but  in 
no  case  can  a  schedule  exist  unless  there  is  one  in  effect 
and  due. 

WHEN  A  SCHEDULE  BECOMES  DUE  AT  A 
STATION  IT  AUTHORIZES  A  TRAIN  AND  CON- 

Page  n 


TINUES  TO  DO  SO  UNTIL  IT  BECOMES  MORE 
THAN  TWELVE  HOURS  LATE  UNLESS  IT  IS 
FULFILLED  BEFORE  THE'  EXPIRATION  OF  THE 
TWELVE  HOURS. 

When  considering  a  schedule  remember  it  can  have  but 
one  date.  No.  1  of  Monday  and  No.  1  of  Tuesday  are  two 
separate  and  distinct  schedules,  and  are  of  no  relation  to 
each  other.  A  schedule  takes  its  date  at  its  initial  station. 

When  an  annulment  of  a  schedule  of  a  specified  number 
and  date  is  issued,  such  order  does  not  annul  the  twelve 
hour  existence  of  the  schedule  at  each  station,  it  only 
assures  those  receiving  it  that  no  train  will  be  permitted 
to  use  the  schedule  so  annulled.  Trains  receiving  this 
assurance  proceed  as  though  such  schedule  did  not  appear 
on  the  time-table. 

A  schedule  is  time  existence  and  cannot  be  stopped  nor 
interfered  with  until  a  new  time-table  is  issued,  and  such 
schedule  has  been  omitted  or  time  changed.  If  any  other 
part  of  the  schedule  is  changed  except  time  at  stations, 
it  then  becomes  a  different  schedule  from  the  one  of  the 
same  number  on  the  Old.  When  a  schedule  on  the  New 
is  exactly  the  same  as  on  the  Old,  except  that  the  time  at 
stations  may  be  changed,  it  is  the  same  schedule,  effective 
on  the  Old  only  until  the  New  time-table  takes  effect,  then 
it  is  instantly  transferred  to  the  New,  and  what  could  have 
been  done  under  the  Old  may  be  done  under  the  New, 
provided  the  changed  conditions  as  shown  thereon  are 
respected. 

If  a  schedule  is  not  due  at  any  station  or  has  become 
more  than  twelve  hours  late  or  fulfilled,  at  all  stations 
under  the  Old  at  the  time  the  New  takes  effect,  there  is  no 
schedule,  meaning  there  is  no  train  authorized  under  the 
Old.  If  there  is  no  train  authorized  by  the  schedule  of  the 
same  NUMBER,  CLASS,  DAY  OF  LEAVING,  DIREC- 
TION, INITIAL  AND  TERMINAL  STATIONS  under 
the  Old  there  is  nothing  to  assume  the  schedule  of  that 
number  of  the  New,  and  it  is  equivalent  to  no  existing 
schedule  under  the  Old.  It  is  not  necessary  that  schedule 
of  the  Old  and  New  be  of  the  same  day  of  arriving. 

Page  12 


If  there  is  no  schedule  on  the  Old  corresponding  in  the 
six  requirements,  or  if  there  is  one  corresponding  but  not 
in  effect  at  time  of  change  (meaning  no  train  authorized) 
then  the  schedule  of  the  New  time-table  does  not  take 
effect  until  its  first  leaving  time  at  its  initial  station  at  or 
after  the  new  takes  effect. 

If  there  is  a  schedule  in  effect  under  the  Old  at  time  of 
change,  and  no  schedule  corresponding  in  the  six  require- 
ments on  the  New,  such  schedule  exists  only  until  the  New 
takes  effect,  and  if  it  is  being  used,  the  train  fulfilling  it 
can  thereafter  proceed  only  as  authorized  by  train  orders. 

If  a  schedule  of  the  Old  and  New  are  alike  in  the  six 
requirements,  and  a  train  authorized  under  the  Old  at  time 
of  change,  and  the  time  of  such  schedule  of  the  New  has 
lapsed  more  than  twelve  hours  at  every  station  at  time  of 
change,  there  would  be  nothing  on  the  New  to  assume  and 
it  would  be  the  same  as  if  a  schedule  of  that  description 
did  not  appear  on  the  New,  and  the  train  running  under 
the  Old,  if  any,  could  only  proceed  as  authorized  by  train 
orders. 

A  train  finding  itself  effected  by  either  of  the  last  two 
cases  should  be  at  a  point  of  communication,  at  or  before 
time  of  change  or  must  be  protected  in  both  directions 
until  clear  of  main  track. 

If  a  schedule  on  both  the  Old  and  New  are  alike  in  the 
six  requirements,  and  there  is  a  train  authorized  under  the 
Old  at  time  of  change,  the  moment  the  New  takes  effect 
such  schedule  under  the  New,  if  due,  overdue  or  not  yet 
due,  is  or  will  become  effective  the  same  as  if  there  had 
been  no  change  in  time-table. 

If  a  schedule  on  both  the  Old  and  New  are  alike  in 
the  six  requirements,  and  there  is  a  train  authorized  under 
the  Old  at  time  of  change,  and  the  schedule  has  been  partly 
fulfilled  under  the  Old,  the  corresponding  portion  of  the 
New  can  not  be  used,  but  that  portion  not  fulfilled  under 
the  Old  is  in  effect  under  the  New  until  more  than  twelve 
hours  late  on  the  time  of  the  New. 

If  a  schedule  on  both  the  Old  and  New  are  alike  in  the 
six  requirements,  and  there  is  a  train  authorized  under  the 

Page  13 


Old  at  time  of  change,  but  the  time  of  the  New  is  later  than 
on  the  Old,  the  train  using  the  schedule  under  the  Old  will 
have  to  wait,  if  necessary,  to  comply  with  the  time  of  the 
New  to  avoid  being  between  stations  without  any  schedule 
existence.  This  waiting  must  invariably  be  done  at  a 
station.  However,  the  train  may  be  late  enough  under  the 
Old  at  time  of  change  to  overcome  the  difference  in  times 
as  shown  on  the  two  time-tables,  in  which  case  it  would  not 
be  necessary  to  wait  for  the  new  time. 

If  the  time  is  earlier  on  the  New  (provided  it  is  not 
more  than  twelve  hours  earlier)  the  train,  the  moment  of 
change,  automatically  loses  the  difference  in  the  times  of 
the  Old  and  New.  The  train  would  then  be  as  much  late 
at  the  time  of  change  as  the  difference  in  the  time  plus  the 
amount  it  was  late  under  the  Old.  As  no  inferior  train 
is  permitted  to  encroach  on  the  time  of  the  New,  and  the 
train  is  late  on  its  schedule,  it  may  be  between  stations 
and  continue  on  its  run  under  the  New  the  same  as  under 
the  Old,  respecting  superior  schedules  of  the  New. 

Trains  under  the  Old  must  consider  the  time  of  oppos- 
ing superior  schedules  of  the  New  and  avoid  being  caught 
between  stations  at  time  of  change  on  the  time  of  such 
superior  schedules  of  the  New. 

If  a  schedule  is  annulled  over  part  or  the  entire  length 
of  its  territory  while  the  Old  time-table  is  in  effect,  such 
annulment  applies  likewise  to  the  same  schedule  of  the 
New  when  the  New  time-table  takes  effect. 

If  a  schedule  of  the  Old  and  New  are  ajike  in  number, 
class,  day  of  leaving,  initial  and  terminal  stations,  but. 
have  different  intermediate  stations,  they  are  not  the  same 
schedule  and  a  train  may  run  on  the  Old  until  the  New 
takes  effect,  and  thereafter  proceed  as  authorized  by  train 
order.  In  this  case,  there  having  been  one  schedule  of 
that  number  and  date  in  effect,  whether  it  was  fulfilled  or 
not,  there  could  not  be  another  schedule  of  the  same  num- 
ber on  the  same  Division  or  Subdivision,  if  subdivided, 
until  the  next  day  it  exists  following  the  date  of  the 
schedule  that  has  once  been  in  effect  under  the  Old. 

If  a  schedule  on  the  Old 'is  due  to  leave  its  initial  station 
at  the  exact  minute  the  New  takes  effect,  there  is  no 

Page  14 


schedule  existing  (meaning  no  train  authorized)  under  the 
Old  at  time  of  change.  See  A.  R.  A.  ruling  dated  April 
15th,  1912. 

If  a  new  schedule  of  the  New  time-table  is  due  at  its 
initial  station  at  the  exact  minute  the  New  takes  effect, 
there  is  a  schedule  existing  or  train  authorized  under  the 
New. 

When  a  schedule  of  the  Old  and  New  are  the  same 
schedule,  all  train  orders,  in  effect  at  time  of  change,  issued 
for  or  held  by  any  train,  apply  under  the  New,  the  same 
as  they  would  have  applied  under  the  Old,  had  there  been 
no  change. 

If  a  schedule  of  the  Old  and  New  are  alike  in  Number, 
Class,  Day  of  Leaving,  Initial  and  Terminal  Stations,  but 
the  intermediate  stations  (or  route,  meaning  direction) 
are  not  the  same,  then  such  schedules  are  not  of  the  same 
direction.  Direction  means  that  schedules  must  follow  the 
same  line  or  course. 

The  only  case  where  the  time  of  a  schedule  of  the  New 
time-table  that  is  earlier  at  a  station  than  the  time  of 
change  can  be  used  is  when  a  schedule  on  the  Old  time- 
table is  like  the  New  in  the  six  requirements  and  there  is 
a  train  authorized  on  the  Old  at  time  of  change. 

The  following  examples  will  explain  the  meaning  of 
"Same  Day  of  Leaving"  : 


Page  15 


OLD 
DAILY 

THIS 

SCHEDULE 
EXISTS 
SUNDAY 


MONDAY 


SATURDAY 


THESE  SCHEDULES  ARE  OF 
THE  SAME  DAY  OF  LEAVIHG 
ANY  DAY  OF  THE  WEEK 


THESE  SOHEDULBS  ARE  OF 
THE  SAME  DAY  0?  LEAVING 
ANY  DAY  OF  THE  WEEK 
EXCEPT  SUNDAY 


OLD 

- 

NEW 

DAILY 

EXCEPT 
SATURDAY 

DAILY 
EXCEPT 
SUNDAY 

THIS 

SCHEDULE 
EXISTS 
SUHDAY 

THIS 
SCHEDULE 
EXISTS 

MONDAY  . 

MONDAY 

TUESDAY 

TUESDAY 

WEDNESDAY 

WEDNESDAY 

THURSDAY 

T.IUKS.UA* 

FRIDAY 

FRIDAY 

4  — 

SATURDAY 

THESE  SCHEDULES  ARE  OF 
THE  SAME  DAY  OF 
LEAVING  ANY  DAY  OF  THE 
WEEK  EXCEPT  SUNDAY  AND 
SATURDAY 

OLD 

NEW 

MON. 
WED. 
FRI. 

TUBS. 
THUR. 
SAT. 

THIS 
SCHEDULE 
EXISTS 

THIS 
SCHEDULE 
EXISTS 

MONDAY 

> 

4  — 

TUESDAY 

THURSDAY 

FRIDAY 

SATURDAY 

THESE  SCHEIXJLBS  ARE 
NOT  THE  SAME  DAY  OF 
LEAVING  ANY  DAY  OF 
THE  WEEK 

Page  16 


WHERE    TIME    APPLIES       (RULE*) 


v. 

aro,»f<r,,« 


WHEffZ  TIME 


CAST 


DIAGRAM-2. 
NO  SIDING,  NO  FIXED  S/GN4L. 


WEST. 


STATION  BLK 


T/M£  APPLIES 


EAST 


OIAGRAM-3. 

,  NO  STATION  BLO$.,NOF/X£D 


EAST— > 


T//*£  APfLIKS     HERE 


•WEST. 


DIAGRAM-  5. 


-WEST. 


EAST-f 


DIAGRAM-  6. 
w«*ri***0  JIOIM& 


•WEST 


EAST 


0/Aff/?AM-7. 


WC3T 


SUPERIOR 

TIM£  APPLIES   HCftC 


EAST—* 
7 IMC  APPLIES    Hffie 


00U9l£     TRACK. 


4-WEST. 

wesm/ino  SUPERIOR 


T*™-?'T0,H,s"*fr''ptitr     T*aiN't  TIMS  fifties  Heat*      r  A  #}  *ft  T/*tf  *m*t  ****** 

tfens 


DIAGRAM  -9. 


CAST. 


•WEST. 


QIV.  Oft  SVB-OIV. 


g  fon  aor* 

*PPLICi    HfHK 


WHEKE  TIME  APPLIES. 

(Rule  5). 

Unless  otherwise  indicated  the  time  of  a  schedule  applies 
to  the  switch  where  an  inferior  train  enters  the  siding,  not- 
withstanding the  fact  that  there  is  a  station  building  and  a 
fixed  signal.  If  there  is  no  siding  the  time  applies  to  the 
place  from  which  fixed  signals  are  operated.  If  there  is 
neither  siding  nor  fixed  signal,  it  applies  to  the  place  where 
traffic  is  received  or  discharged.  If  there  is  a  siding  the 
superior  train  has  precedence  on  the  main  track  to  the 
fouling  point  of  the  farther  switch  of  the  siding,  and  may 
leave  such  point  when  its  time  is  up.  However,  in  case  of 
a  passenger  or  mail  train,  the  train  should  not  leave  the 
place  at  which  passengers  and  mail  are  received  or  dis- 
charged until  the  time  is  up. 

In  some  cases  the  station  building  and  (fixed)  train 
order  signal  are  entirely  to  one  side  of  the  siding  instead 
of  between  switches  as  is  generally  the  case.  Nevertheless, 
the  time  applies  to  the  switch  of  the  siding  where  an  in- 
ferior train  would  enter,  unless  otherwise  indicated. 

As  the  time  applies  to  the  switch  of  the  siding  where  an 
inferior  train  enters,  then  if  there  is  an  arriving  time  for 
the  superior  train,  the  arriving  time  should  apply  at  the 
first  switch  of  the  siding,  except  at  large  terminals  where 
ere  is  no  designated  siding,  then  the  arriving  time  should 
be  considered  as  applying  at  the  passenger  station. 

It  many  cases  where  arriving  time  is  shown  at  terminal 
of  a  schedule,  the  time  is  made  long  from  the  last  preced- 
ing station  for  the  purpose  of  allowing  a  train  to  arrive  at 
its  terminal  on  time  should  it  be  delayed  when  nearing  the 
end  of  the  run.  This,  however,  would  not  authorize  the 
train  to  arrive  in  advance  of  its  arriving  time  in  case  it  did 
not  encounter  delay.  Should  a  train  arrive  in  advance  of 
the  arriving  time  in  violation  of  the  rule  it  is  clearly 
responsibile  for  a  collision. 

The  time  at  a  station  located  at  the  end  of  double 
track  where  there  is  also  a  siding  as  shown  in  Diagram  1, 
Plate  1,  Page  17,  applies  at  the  siding  and  not  at  the  end 
of  the  double  track  unless  it  is  so  designated  by  special 
rule.  If  there  was  no  double  track  or  station  building  in 
Diagram  1  the  time  would  apply  in  the  same  manner. 

See  other  Examples,  Plate  1. 

Page  18 


first 
ther 


FULL-FACED  FIGURES. 

(Rule  5). 

If  both  arriving  and  leaving  times  of  a  schedule  are 
in  full-faced  type  it  indicates  that  both  are  meeting  times, 
both  are  passing  times,  or  one  is  a  meeting  time,  the  other 
a  passing  time,  or  it  may  also  indicate  that  one  or  more 
trains  may  pass  or  meet  between  the  times  and  none  at 
either  the  arriving  or  leaving  time. 

If  only  one  time  is  shown  and  it  is  full-faced  it  indi- 
cates that  one  or  more  trains  meet  or  pass  at  that  time. 

If  two  times  are  shown  and  only  one  is  full-faced,  it 
is  the  same  as  one  time  full-faced. 

Full-faced  type  applies  between  schedules  of  all  classes, 
and  such  full-faced  type  when  applied  to  opposing  sched- 
ules does  not  indicate  a  definite  meeting  point  between  the 
trains  but  only  an  indication  of  the  farthest  point  the 
inferior  opposing  train  may  clear  the  schedule  of  the 
superior  train. 

When  a  siding  extends  between  two  adjoining  stations 
and  a  schedule  shows  full-faced  type  at  each  end  of  the 
siding  it  indicates  that  trains  are  to  meet  or  pass  at  that 
siding. 

Where  there  are  one  or  more  trains  to  meet  or  pass  a 
train  between  two  times,  or  more  than  one  train  to  meet  a 
train  at  any  station,  attention  is  called  to  it,  generally,  by 
a  dash  under  the  full-faced  type.  The  manner  in  which 
attention  is  called  to  this  is  left  optional  with  the  Railroad 
adopting  the  rule.  Some  Railroads  place  the  numbers  of 
the  trains  to  meet  and  pass  in  small  type  to  one  side  of  the 
time  and  in  the  same  column. 

Full-faced  passing  times  between  trains  of  the  same 
class  denote  where  trains  should  pass  if  on  time.  The  lead- 
ing train  may  proceed  to  the  passing  station  ahead  of  the 
following  train,  but  should  allow  the  faster  or  following 
train  to  pass  should  they  overtake  them  before  reaching 
the  passing  station  to  facilitate  the  movement  of  the  train. 

There  is  nothing  to  prevent  train  to  be  passed  from 
proceeding  from  the  passing  point  without  orders  if  orders 
can  not  be  obtained.  (See  Rules  85  and  D-85). 

At  an  initial  station   full-faced  type  showing  meeting 

Page  19 


point  should  apply  only  when  trains  meet  at  the  exact 
minute.  A.  R.  A.  rulings  Oct.  6,  1897,  and  Oct.  18,  1915. 

In  answer  to  a  question  asking  if  full-faced  passing 
time  between  schedules  of  the  same  class  were  positive,  the 
A.  R.  A.  replied  as  follows  Oct.  18,  1915:  "When  the 
trains  are  of  the  same  class,  the  train  to  be  passed  may 
proceed  on  its  own  schedule.  If  train  is  to  be  moved  by 
train  order,  Form  B,  should  be  used." 

As  between  trains  of  the  same  class,  the  train  to  be 
passed  should  inquire  at  the  last  stop  or  point  of  com- 
munication preceding  the  full-faced  passing  point  and  if 
train  that  is  to  pass  it  is  late,  it  may  proceed  on  its  run. 
If  the  following  train  does  not  arrive  on  its  schedule  time 
there  is  nothing  to  hold  the  leading  train  and  it  should 
be  delayed  but  a  few  minutes  at  a  siding  between  points 
of  communication.  If  at  a  point  of  communication,  confer 
with  the  Dispatcher  on  arrival,  the  only  object  being  to 
save  delay  to  the  following  train. 

After  the  full-faced  passing  point  has  been  passed  if  it 
is  desired  that  the  following  train  pass  the  leading  train, 
the  Dispatcher  should  use  Form  B. 

The  leading  train  should  take  the  siding  if  practicable 
to  do  so,  thus  saving  delay  to  the  following  train  as  well 
as  to  the  leading  train. 

The  following  train  should  approach  full-faced  passing 
point  prepared  to  stop,  but  this  should  not  relieve  the  lead- 
ing train  from  protecting  properly. 


Page  20 


PLATE  2. 


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NUMBERS  SUPERIOR  BY  DIRECTION  AS  BETWEEN 
TRAINS  OF  THE  SAME  CLASS. 


SCHEDULES  SHOWING  FULL-FACED  MEETING 
AND  PASSING  POINTS. 

(Rule  5). 

PLATE   2. 

No.  6  is  not  full-faced  at  "A"  because  it  does  not 
meet  No.  11  at  the  exact  minute  as  ruled  by  the  A.  R.  A., 
Oct.  6,  1897. 

As  No.  11  is  due  to  leave  "B"  at  the  exact  minute  No. 
12  is  due  to  arrive  it  is  only  necessary  to  full-face  the 
leaving  time  of  No.  11  and  the  arriving  time  of  No.  12t 

As  No.  13  meets  Nos.  6  and  12  at  "C"  at  10:10,  No.  13 
is  underlined  to  denote  that  more  than  one  train  is  to  be 
met  at  that  time.  It  is  not  necessary  to  underline  either 
Nos.  6  or  12  as  each  meet  but  one  train. 

As  No.  1  meets  No.  10  at  "C"  between  two  times  it  is 
necessary  to  underline  the  times  of  No.  10.  As  No.  1  is 

Page  21 


first  class  and  is,  therefore,  superior  to  No.  10  it  is  not 
necessary  to  underline  its  time.  The  full-faced  time  of 
No.  1  at  "C"  is  only  for  the  information  of  No.  10. 

No.  13's  arriving  time  is  full-faced  at  "E"  at  8:00  to 
denote  a  meeting  point  with  No.  10  at  the  same  time.  It 
is  not  necessary  to  full-face  No.  13  or  No.  10's  leaving 
time  even  though  the  times  are  the  same. 

No.  1  is  underlined  at  E  as  it  is  met  by  two  trains,  Nos. 
2  and  4,  between  its  two  times.  Nos.  2  and  4  will  search 
first  for  schedule  times  corresponding  to  their  time;  not 
finding  them  they  must  then  search  for  a  schedule  with 
two  times  and,  if  they  are  due  between  those  times,  they 
then  know  why  their  time  is  shown  in  full-face  type. 

As  No.  2  meets  No.  3  at  F  at  its  arriving  time  6 :40,  and 
No.  5  at  its  leaving  time  6 :50,  and  there  are  no  trains 
;  scheduled  between  the  times  of  No.  2,  it  is  not  necessary 
to  underline  its  time. 

As  No.  13  meets  No.  2  at  F  and  is  also  passed  by  Nos. 
:3  and  5  between  its  times,  it  is  necessary  to  underline  the 
time  of  No.  13. 

Nos.  2,  3  and  5  being  superior  by  class  to  No.  13  the 
time  of  No.  13  does  not  concern  them. 

SIGNS  BEFORE  FIGURES  OF  A  SCHEDULE. 

(Rule  6). 

The  "S"  sign  indicates  a  regular  stop  and  is  generally 
placed  to  the  left  of  the  time  at  a  station.  When  so  placed 
a  train  running  on  the  schedule  must  stop  regardless 
whether  there  are  passengers  or  freight  to  discharge  or 
receive. 

The  "F"  sign  indicates  that  the  train  will  stop  on 
signal  to  receive  or  discharge  passengers  or  freight.  If 
there  are  passengers  to  discharge  the  conductor  signals 
the  engineman  by  three  short  sounds  of  the  communicating 
signal  after  passing  last  station  preceding  the  one  at  which 
ii  is  to  stop. :  Engineman  answers  with  three  short  sounds 
of  the  steam  whistle. 

If  there  are  passengers  or  freight  at  a  station  to  be 
received  the  agent  or  employe  in  charge  should  display  a 
combination  green  and  white  flag  by  day  and  by  night  two 
lights,  one  green  and  one  white.  The  lights  should  be 

Page  22 


placed  about  twenty  inches  apart  in  line  at  right  angles  to 
the  track.  If  placed  close  together  the  green  light  can  not 
be  seen  until  the  train  is  close  to  the  signal,  owing  to 
the  white  light  being  the  stronger. 

A  train  not  authorized  to  stop  by  the  sign  "F"  should 
disregard  the  combination  green  and  white  signal  as  such 
signal  affects  only  trains  running  on  a  schedule  designated 
by  such  sign.  If  it  is  desired  to  stop  a  train  that  otherwise 
would  not  stop,  a  red  signal  should  be  used,  preferably 
the  train  order  signal  if  there  is  one. 

When  sections  are  run  each  section  should  comply 
with  the  signs  "S"  and  "F"  unless  otherwise  directed,  or 
the  character  of  the  train  is  such  that  there  would  be 
nothing  requiring  it  to  stop,  as  in  case  of  an  official,  stock 
or  other  fast  train  that  is  being  run  as  a  section  of  the 
schedule  only  to  expedite  its  movement.  In  flagging,  a 
flagman  must  not  depend  upon  the  train  stopping  owing 
to  the  sign  "S". 

When  by  special  rule  a  train  is  authorized  to  stop 
under  certain  special  conditions,  a  red  signal  should  be 
used. 

SIGNAL  APPLIANCES  AND  THEIR  DISPLAY. 

(Rules  7,  8  and  9). 

Employes  who  are  required  to  give  signals  must  have 
the  necessary  appliances  ready  for  immediate  use;  flags  of 
the  prescribed  color  for  day  signaling  and  lights  of  the 
prescribed  color  for  night  signaling.  During  stormy  or 
foggy  weather  in  the  day  time  in  addition  to  the  day  sig- 
nals, which  must  be  displayed  between  sunrise  and  sunset, 
night  signals  should  be  used.  Night  signals  must  be  dis- 
played from  sunset  to  sunrise. 

COLOR  SIGNALS. 

(Rule  10). 

Red,  a  signal  to  stop  should  not  be  called  a  danger  sig- 
nal. Stop  signals  are  required  to  be  given  at  a  sufficient 
distance  to  allow  a  train  to  stop  before  an  obstruction  is 
reached.  If  this  is  done  and  signal  properly  obeyed  there 
is  no  danger.  Purple  as  a  night  indication  on  dwarf  sig- 
nals indicate  stop  the  same  as  Red. 

Green  is  generally  used  to  indicate  proceed  and  Yellow 
to  indicate  caution.  Green  and  White  flag  stop,  Blue  to 

Page  23 


protect  workmen  as  per  Rule  26.  The  colors  to  be  used  to 
indicate  proceed  and  proceed  with  caution  is  left  optional 
with  each  Railroad. 

FUSEE. 

(Rule  11). 

"A  train  finding  a  fusee  burning  on  or  near  its  track 
must  stop  and  extinguish  the  fusee,  and  then  proceed  with 
caution,  prepared  to  stop  short  of  train  or  obstruction." 

Care  should  be  taken  in  placing  fusees  and  avoid,  if 
possible,  displaying  them  between  the  rails.  If  a  fusee  is 
found  between  the  rails  train  should  be  stopped  before 
passing  over  it  as  leaky  oil  cars  or  gas  therefrom  may 
ignite. 

A  fusee  should  be  respected  regardless  of  its  position 
except  where  conditions  are  such  that  it  is  beyond  a  doubt 
intended  for  another  track. 

If  placed  between  the  nearest  rail  of  adjoining  track 
and  track  being  used  it  should  be  considered  as  applying 
to  track  used.  If  beyond  the  first  rail  of  an  adjoining 
track  it  should  be  considered  as  applying  to  the  adjoining 
track. 

In  throwing  off  fusees  from  moving  trains  care  should 
be  taken  to  place  them,  if  possible,  on  the  engineman's  side 
of  the  specific  track  for  which  they  are  intended. 

They  should  never  be  broken  to  reduce  the  time,  nor 
two  coupled  to  increase  the  time. 

Fusees  should  not  be  placed  on  the  rear  platform  of  a 
caboose,  but  thrown  off  as  required.  Keep  fusees  in  a 
dry  place  and  where  they  can  not  shift  around  loose  and 
become  ignited. 

When  running  in  dense  fog  it  is  often  necessary  to 
use  a  fusee,  especially  if  train  reduces  speed. 

Fusees  are  excellent  signals  during  snow  or  sand  storms 
and  can  be  used  by  rotaries  and  snow  bucking  outfits  when 
no  other  stop  signals  can  be  seen. 

Fusees  should  not  be  placed  near  buildings  nor  on 
bridges  or  other  structures  where  a  fire  may  be  started. 

If  the  rules  of  the  Railroad  where  the  reader  is  em- 
ployed prohibit  a  train  passing  a  fusee  until  it  is  burned 
out,  this  rule  should  be  complied  with. 

Page  24 


HAND,  FLAG  AND  LAMP  SIGNALS. 

(Rules  12  and  13). 

The  signals  provided  for  in  Rule  12  should  be  strictly 
complied  with. 

In  switching,  if  a  signal  is  necessary  that  is  not  author- 
ized under  Rule  12,  then  signals  necessary  to  convey  the 
information  should  be  used.  Much  depends  on  the  proper 
interpretation  of  a  signal.  An  engineman  acts  as  nearly 
as  possible  to  the  interpretation  he  places  on  the  signal.  If 
the  signals  provided  in  Rule  12  are  given  correctly  the 
responsibility  then  rests  with  the  employe  for  whom  the 
signals  were  intended  . 

"Any  object  waved  violently  by  any  one  on  or  near  the 
track  is  a  signal  to  stop". 

ENGINE  WHISTLE  SIGNALS. 

(Rules    14  and   D  14). 

Enginemen  should  be  careful  to  sound  the  whistle 
properly  as  required  by  the  Rules.  Private  whistle  signals 
should  not  be  used.  Short  sounds  should  not  be  given 
to  call  in  a  flag,  nor  long  sounds  to  call  for  a  signal. 

Flagman  should  not  recognize  short  sounds  for  a  call 
in,  but  remain  out  until  long  sounds  are  given. 

Whistle  Signal  14  (m)  should  not  be  given  after  stop 
is  made  for  railroad  crossings  at  grade,  but  should  be 
given  approaching  such  crossings.  This  signal  should  be 
given  at  all  railroad  crossings,  whether  interlocked  or 
not. 

The  Standard  Rules  make  no  provision  for  a  signal  to 
send  flagman  ahead,  therefore  some  Railroads  use  three 

short  and  one  long  (ooo )  sounds  to  signal  flagman 

ahead.     This  signal  is  necessary,  especially  where  single 
track  is  protected  by  automatic  block  signals. 

Enginemen  should  avoid  whistling  near  passenger 
trains,  especially  at  night,  and  also  near  passenger  stations. 

On  double  track  when  a  train  displaying  signals  passes 
another  of  the  same  direction  also  displaying  signals  it 
is  only  necessary  for  the  train  passing  to  give  Signal 
D-14  (k).  See  A.  R.  A.  Ruling  Oct.  17,  1910. 

When  Signal  14  (K)  is  given,  if  it  is  not  answered, 
the  train  displaying  signals  must  stop  and  ascertain  the 
cause. 

Page  25 


The  1915  revision  of  the  Standard  Rules  provides  for 
the  signal,  one  short  and  one  long  sounds  for  the  inspec- 
tion of  the  train  line  for  leaks. 

TORPEDOES. 

(Rule  15). 

"The  explosion  of  two  torpedoes  is  a  signal  to  reduce 
speed  and  look  out  for  a  train  ahead  or  obstruction.  The 
explosion  of  one  torpedo  will  indicate  the  same  as  two, 
but  the  use  of  two  is  required." 

From  the  above  1915  revised  standard  rule  it  will  be 
seen  that  the  explosion  of  one  torpedo  does  not  indicate 
stop  as  heretofore.  However,  it  must  be  so  considered 
if  operating  under  the  old  rule. 

Care  should  be  used  in  the  placing  of  torpedoes  not 
to  place  them  near  buildings,  platforms,  or  other  places, 
where  flying  pieces  may  injure  persons  near  the  track  or 
where  the  explosion  would  occur  near  passenger  trains. 

They  should  be  securely  fastened  and  arranged  so  they 
will  not  slip  or  skid,  and  when  not  in  use  be  kept  in  dry, 
safe  place. 

COMMUNICATING  SIGNALS. 

(Rule  16). 

In  giving  signals  with  air  signal  apparatus  sufficient 
lime  should  be  allowed  between  each  opening  of  the  air 
valve  to  prevent  the  sounds  from  running  together. 

RULE   16   (d). 

When  train  is  running  three  short  sounds  means  stop 
at  the  next  passenger  station  after  the  signal  is  given, 
whether  it  is  a  flag  stop  or  not. 

RULE   16   (g). 

When  train  is  standing  five  sounds  of  the  air  signal 
indicates  to  call  in  flagman  from  either  direction.  If  there 
is  a  flagman  out  in  both  directions  conductor  should  notify 
engineman  which  flagman  he  wished  called  in,  unless  train 
is  to  proceed,  in  which  case  the  flagman  preceding  or 
located  ahead  of  the  train  may  be  picked  up  when  over- 
taken. 

The  1915  revision  of  the  Standard  Rules  provides  for 
a  signal  to  increase  train  heat  when  running,  six  short 
sounds;  also  one  when  train  is  running  to  look  back  for 
hand  signal,  one  long  sound. 
Page  26 


DISPLAY  OF  HEADLIGHT. 

(Rules  17,  D-17  and  18). 

The  headlight  is  a  stop  signal  when  displayed  by  a  train 
on  a  siding  and  should  not  be  concealed  until  train  is  clear 
of  the  main  track  and  stopped.  Opposing  trains  must  be 
flagged  as  per  Rule  99  regardless  of  the  headlight.  If 
concealed  while  train  is  moving  on  a  siding  there  is  lia- 
bility of  striking  cars  or  other  obstruction. 

Should  an  opposing  train  find  a  headlight  displayed  by 
a  train  which  is  required  to  clear  the  main  track  it  should 
stop  at  once  and,  if  track  ahead  is  clear,  proceed  cautiously 
to  point  of  obstruction,  if  any. 

Enginemen  and  trainmen  should  note  the  position  of 
the  switch  ahead  before  covering  or  extinguishing  headlight 
when  standing  at  the  end  of  double  track  or  at  a  junction 
headed  toward  the  main  route. 

If  a  train  backs  in  at  the  end  of  double  track  or  at  a 
junction,  it  is  responsible  for  the  position  of  the  switch. 

A  headlight  partly  covered  should  be  considered  the 
same  as  if  uncovered. 

If  a  train  of  a  diverging  route  is  standing  at  a  junc- 
tion with  double  track  and  the  connection  is  such  that 
the  engine  will  be  headed  in  same  direction  as  the  current 
of  traffic  on  the  first  main  track  with  which  it  connects, 
it  is  not  necessary  to  cover  the  headlight.  If  the  diverging 
route  connects  in  such  a  manner  that  trains  will  be  headed 
in  the  opposite  direction  to  trains  moving  with  the  current 
of  traffic  on  the  first  main  track  with  which  it  connects  or 
crosses,  the  headlight  should  be  covered. 

In  the  Standard  Rule  the  following  note  to  Rule  17 
appears:  "Railroads  which  do  not  find  it  necessary  to 
conceal  headlight,  as  required  in  Rule  17,  may  omit  that 
provision  from  the  rule". 

Trains  are  permitted  to  pass  headlights  in  yards  when 
displayed  by  yard  engines,  without  stopping. 

Road  engines  or  trains  standing  in  terminal  yards 
should  not  display  headlight  unless  they  obstruct  the  main 
track.  Trains  entering  terminal  yards  should  be  con- 
fronted with  as  few  headlights  as  possible. 

When  clear  of  main  track  to  allow  a  train  moving  in 
the  same  direction  to  pass  it  is  not  necessary  to  cover 
the  headlight. 

Page  27 


Rule  D-17  applies  the  same  as  Rule  17  with  the  excep- 
tion of  meeting  trains  on  single  track. 

In  case  of  failure  of  the  headlight,  a  white  lantern  in 
place  of  a  headlight  should  be  used  as  a  signal  to  other 
trains,  although  it  is  a  very  poor  substitute. 

The  failure  of  a  headlight  should  be  reported  to  Dis- 
patcher at  once.  Dispatcher  should,  if  possible,  notify 
other  trains. 

When  two  or  more  engines  are  coupled  at  the  head 
of  a  train  or  other  engines  coupled  in  the  train,  all  head- 
lights should  be  covered  or  extinguished  except  that  of 
the  leading  engine. 

"When  an  engine  is  running  backward  a  white  light 
must  be  displayed  at  night  on  the  rear  of  the  tender." 

Yard  engines  will  display  the  headlight  to  the  front 
and  rear  by  night.  When  not  provided  with  a  headlight 
at  the  rear  a  white  light  must  be  displayed. 

MARKERS. 

(Rules    19   and   D-19). 

The  proper  display  of  flags  or  lamps  as  markers  is  im- 
portant, therefore  it  is  necessary  to  watch  them  closely  at 
night  to  see  if  the  lights  are  burning  properly. 

When  flags  are  used  during  the  day  and  it  becomes 
necessary  to  change  the  flags  for  lamps  at  night  or  before 
passing  through  tunnels  and  snow-sheds,  both  flags  should 
not  be  removed  before  a  lamp  is  placed  in  position. 

Markers  should  not  be  changed  from  red  to  green  (or 
yellow  if  used)  until  it  is  known  that  both  head  and  rear  . 
of  train  is  entirely  clear  of  main  track.     The  fact  that 
the  rear  car  has  passed  over  the  switch  is  not  sufficient. 
Wait  until  clear. 

If  a  train  occupies  a  diverging  route  which  parallels  the 
main  route,  the  rule  applies  to  one  main  track  the  same 
as  to  the  other,  or  the  same  as  if  paralleled  by  a  foreign 
line. 

"If  the  helper  is  running  as  an  extra  train,  then 
both  the  train  which  it  is  assisting,  as  well  as  the  helper, 
must  display  markers  as  well  as  class  signals.  If,  however, 
the  helper  is  without  train  orders  and  couples  in  as  a  part 
of  the  train  which  it  is  helping,  the  markers  must  be  dis- 

Page  28 


played  upon  the  helper  and  not  upon  the  caboose  of  the 
train  which  it  is  assisting.  Markers  displayed  upon  the 
caboose  and  upon  the  helper  would  indicate  that  they  were 
two  independent  trains  closed  up."  (A.  R.  A.  Ruling, 
Oct.  19,  1908). 

From  this  ruling  we  assume  it  is  to  apply  only  when 
helper  couples  in  behind  the  caboose  or  last  car  of  train, 
if  helper  is  running  as  an  extra  and  is  coupled  in  the  train 
between  the  engine  and  caboose,  then  its  orders  should 
be  annulled  and  markers  removed. 

When  a  train  turns  out  against  the  current  of  traffic,  a 
green  light  must  be  displayed  to  the  rear  toward  the  inside 
or  next  to  the  track  used  in  moving  with  the  current  of 
traffic,  and  a  red  light  to  the  rear  on  the  outside. 

If  two  red  lights  are  displayed  as  markers  by  a  train 
turned  out  against  the  current  of  traffic  it  would  stop  or 
delay  any  following  train  moving  with  the  current  which 
may  desire  to  pass. 

If  a  train  moving  against  the  current  of  traffic  en- 
counters two  red  marker  lights  ahead,  it  indicates  a  train 
on  other  track  moving  with  the  current  of  traffic. 

When  lamps  are  used  as  day  markers  it  is  not  neces- 
sary to  turn  them  when  clear. 

When  a  conductor  of  a  superior  train  registers  his  ar- 
rival on  a  train  register  it  is  not  then  necessary  for  the 
inferior  train  to  see  its  markers. 

In  the  Standard  Rules  the  following  note  to  Rule  19 
appears:  'Where  railroads  desire  to  discontinue  the  use 
of  markers  by  day  on  passenger  trains,  it  is  permissible  to 
do  so." 

DISPLAY  OF  MARKERS  ON  THREE  OR 
MORE  TRACKS. 

(Rule  F-373). 

Example   (A) 

Frt.  Track 

«         ' ' 

Psgr.  Track 
Page  29 


Track  4 

> 

Track  3 

Track  2 

Track  1 

Under  Example  (A)  a  train  by  night  running  with  the 
current  of  traffic  on  Nos.  1  and  2  Tracks  will  display 
two  red  lights  to  the  rear. 

A  train  by  night  running  with  the  current  of  traffic 
on  No.  3  Track  will  display  a  green  (or  yellow)  light  to 
the  rear  on  the  side  next  to  No.  2  Track  in  the  direction  of 
the  current  of  traffic,  and  a  red  light  on  the  opposite  side. 
A  train  by  night  running  with  the  current  of  traffic  on 
No.  4  Track  will  display  a  green  (or  yellow)  light  to  the 
rear  on  the  side  next  to  No.  1  Track  in  the  direction  of 
the  current  of  traffic  and  a  red  light  on  the  opposite  side. 

Example  (B) 

Track  1     <              Psgr.  Track- 
Track  2    <              Frt.  Track 

Track  3    > 

Track  4    > Psgr.  Track 

Under  Example  (B)  a  train  by  night  running  with  the 
current  of  traffic  on  Nos.  1  or  4  Tracks  will  display  two 
red  lights  to  the  rear. 

A  train  by  night  running  with  the  current  of  traffic  on 
No.  2  Track  will  display  a  green  (or  yellow)  light  to  the 
rear  on  the  side  next  to  No.  1  Track  in  the  direction  of 
the  current  of  traffic,  and  a  red  light  on  the  opposite  side. 

A  train  by  night  running  with  the  current  of  traffic  on 
No.  3  Track  will  display  a  green  (or  yellow)  light  to  the 
rear  on  the  side  next  to  No.  4  Track  in  the  direction  of 
the  current  of  traffic,  and  a  red  light  on  the  opposite  side.. 

Under  either  of  these  examples  a  train  by  night  using 
any  track  against  the  current  of  traffic  will  display  two 
green  (or  yellow)  lights  at  the  rear,  one  on  either  side, 
with  a  red  light  on  the  platform  or  cupola. 

A  train  by  night  on  a  siding  will  display  two  green  (or 
yellow)  lights  to  the  rear." 

DISPLAYING  GREEN  SIGNALS. 

(Rule  20). 

It  is  important  that  both  engineman  and  conductor 
should  inspect  and  know  personally  that  proper  signals  are 
displayed  before  leaving.  They  should  be  watched  closely 
and  inspected  at  intervals,  especially  at  night,  to  ascertain 

Page  30 


if  burning.  While  the  display  of  one  signal  has  the 
same  meaning  as  two,  two  must  be  displayed.  The  object 
of  requiring  day  signals  in  addition  to  night  signals  at 
night  is  due  to  the  possibility  of  failure  to  display  the 
green  flags  at  the  proper  time  in  the  morning  when  the 
green  lights  are  dimmed  by  daylight. 

The  whistle  signal  14  (k)  has  been  eliminated  on  some 
Railroads. 

DISPLAYING  WHITE  SIGNALS. 

(Rules  21  and  D-21). 

With  a  proper  train  indicator  the  use  of  white  flags  and 
lights  to  denote  an  extra  can  be  eliminated.  However, 
until  such  time  it  is  just  as  important  to  have  both  white 
flags  displayed  and,  in  addition  two  white  lights  by  night, 
as  it  is  to  display  green  signals  for  a  following  section. 

The  reason  for  the  display  of  white  signals  is  to  prevent 
an  extra  being  taken  for  a  regular  train  when  running 
ahead  of  the  regular  train  on  its  time.  The  A.  R.  A. 
authorizes  the  omission  of  Rule  21  on  two  or  more  tracks 
when  conditions  make  it  desirable. 

DISPLAY  OF   SIGNALS  WHEN  TWO   OB  MORE 
ENGINES  ARE  COUPLED. 

(Rule  22). 

"When  two  or  more  engines  are  coupled,  each  engine 
shall  display  the  signals  as  prescribed  by  Rules  20  and  21." 

The  object  of  this  no  doubt  is  to  prevent  the  possibility 
of  failure  to  transfer  signals  from  the  engine  that  may  be 
cut  out  to  the  engine  that  remains  in  the  train. 

It  is  presumed  that  Rule  22  applies  only  to  two  or  more 
engines  coupled  on  the  head  end  of  a  train,  as  it  is  fre- 
quently necessary  on  mountain  roads  to  couple  two  or  more 
engines  in  a  train  or  at  the  rear  of  a  train. 

IDENTIFICATION  OF  TRAINS. 

(Not  Standard). 

The  Standard  Rules  do  not  treat  on  the  identification 
of  trains,  but  leaves  it  to  each  Railroad  to  cover. 

In  the  early  days  of  railroading,  and  perhaps  it  still 
exists  in  some  places,  the  identification  was  verbal.  When 
trains  met  one  conductor  would  announce  to  the  other  the 
number  of  his  train,  and  the  other  conductor  would  do 

4  Page  31 


likewise.     When    meeting   under   train    orders    the   order 
would  state  the  engine  number  or  conductor's  name. 

Later  came  the  identification  check.  Conductors  were 
required  to  fill  out  a  blank  form  stating  their  train  number 
and  whether  or  not  they  were  displaying  signals,  and  ex- 
change with  one  another.  Later  still  the  practice  of  iden- 
tifying trains  by  observation  check  was  used ;  for  instance, 
if  two  superior  schedules  were  due  two  trains  had  to  be 
met  without  signals  regardless  of  the  number  of  sections 
displaying  signals. 

In  case  trains  were  displaying  signals  and  several  over- 
due, it  made  no  difference  how  mixed  the  sections  of  the 
several  schedules  were,  if  there  were  three  schedules 
overdue,  three  trains  without  signals  had  to  go,  then 
the  three  schedules  had  been  fulfilled.  There  were,  how 
ever,  possible  chances  of  mistakes  being  made  under  this 
system  if  not  thoroughly  understood.  For  example: 


FIRST  CLASS 

FIRST  CLASS 

2 

4 

M 

1 

3 

L.    PM 
3QO 

A 

430 

450 

330 

B 

•4(0 

430 

340 

c 

340 

400 

350 

D 

330 

350 

4-10 

A     PM 

E 

300 
u  PM 

320 

U    PM 

C*NON  TELreftAPH  office 

Order  No.  i:     Second  I  Eng  100  meet  No.  2 

Eng  pp  at  "D". 

No.  2  makes  "C"  for  First  1,  clearing  its  time.  After 
No.  2  leaves  "B",  First  1  meets  with  delay.  No.  2  remains 
at  "C"  for  First  1  and  No.  3.  There  are  two  sections  of 
No.  3  on  time  not  known  to  No.  2  and  they  pass  both 
First  and  Second  1  owing  to  delay.  At  or  after  4 :00  P.  M. 
a  train  passes  "C"  with  green  signals.  No.  2  checks  them 
as  First  1.  Later  a  train  passes  without  signals  and  is 
checked  as  No.  3.  Having  met  First  1  and  No.  3  as  they 

Page  32 


suppose,  No.  2  proceeds  to  "D"  to  meet  Second  1  as  per 
Order  No.  1  and  collides  with  First  1  between  "C"  and 
"D".  The  first  train  with  green  signals  was  First  3  and  the 
second  train  was  Second  3  without  signals,  therefore  No. 
2  should  have  remained  at  "C"  for  First  1. 

The  first  train  by  with  green  signals  could  be  First  1 
and  the  second,  without  signals,  No.  3,  in  which  case  No. 
2  could  proceed  to  "D"  on  the  meet  with  Second  1.  There- 
fore, it  is  the  duty  of  No.  2  just  as  soon  as  No.  3's  schedule 
becomes  due  to  flag  the  first  train  and  ascertain  what  it 
is,  and  then  the  identity  of  the  second  train  is  known. 

We  may  say  the  Dispatcher  should  prevent  this  condi- 
tion, but  sometimes  he  can  not.  If  conductors  and  engine- 
men  thoroughly  understand  the  movement  of  trains  and 
observation  checking,  nothing  can  occur. 

Train  indicators  eliminate  this  possibility — engine  num- 
bers in  orders  will  not  do  so.  The  best  and  latest  system 
of  identification  is  the  train  indicator  (not  engine  indi- 
cator) consisting  of  white  figures  with  a  black  back- 
ground placed  in  a  casing  on  the  front  of  an  engine  and 
in  front  and  rear  of  a  caboose  cupola,  illuminated  at  night. 
This  identification  should  be  shown  on  rear  of  passenger 
trains.  Provision  should  be  made  to  indicate  last  section. 
When  this  system  becomes  Standard,  the  display  of  green 
signals  for  sections  and  white  signals  for  extras  can  be 
discontinued. 

TRAIN  INDICATORS. 

(Not  Standard). 

The  improper  display  of  train  indicators  should  be 
considered  the  same  as  the  improper  display  of  a  signal. 

The  proper  indicator  should  be  shown  on  both  engine 
and  caboose  (when  so  equipped)  as  soon  as  it  is  possible 
to  do  so  after  train  is  authorized.  The  indicator  should 
not  be  removed  unless  the  identity  of  the  train  is  changed 
or  the  train  reaches  the  end  of  its  run.  When  practicable 
it  is  well  that  indicators  remain  in  position  on  reaching 
the  end  of  run  for  a  reasonable  time,  if  there  is  liability 
of  causing  delay  to  a  train  leaving  in  the  opposite  direction 
which,  after  having  left  the  registering  office,  must  make 
identification  in  the  yard.  When  there  is  no  indication  of 
an  opposing  train  ready  to  leave  the  indicator  should 
be  removed  promptly  on  arrival. 

Page  33 


Train  indicators  are  additional  safeguards  but  do  not 
relieve  train  and  enginemen  from  noting  the  engine  num- 
ber when  such  information  is  given. 

Indicators  on  all  engines  when  helpers  are  coupled  on 
the  head  of  train,  if  running  extra,  should  correspond  with 
the  engine  designated  in  the  order  to  run  extra. 

Although  provision  is  made  in  some  Indicators  for  an 
"only"  section,  it  is  impossible  to  have  one.  There  must 
be  two  or  more  trains  running  on  the  same  schedule  before 
sections  exist.  If  only  one  train  is  fulfilling  a  schedule,  it 
is  not  an  only  section,  but  a  regular  train. 

BLUE  SIGNALS. 

(Rule  26). 

The  proper  placing  of  blue  signals  is  important. 

Care  should  be  taken  to  place  blue  signals  on  engines 
when  they  are  coupled  to  a  train  that  is  being  repaired. 

Signal  should  in  this  case  be  placed  directly  in  front  of 
the  engineman.  Before  removing  a  blue  signal  from  a 
train  to  allow  engine  to  couple  on  man  in  charge  should 
positively  know  that  all  his  men  are  in  safe  positions. 
Engineman  should  never  apply  air  brake  when  train  is 
protected  by  a  blue  signal  as  it  may  catch  a  workman 
who  is  changing  a  brake  shoe. 

When  you  assume  that  you  will  not  move  the  train  or 
cars  when  coupling  engine  on,  owing  to  brakes  being  set 
on  the  train,  you  are  inviting  trouble. 

When  icing  and  watering  trains  with  men  on  top  or  on 
ladders,  the  train  should  be  fully  protected  by  blue  signals. 

When  cars  are  under  repairs  they  must  be  protected  by 
blue  signals  at  one  or  both  ends.  When  so  protected  the 
signals  must  not  be  obscured  by  placing  other  cars  or 
engines  in  front  of  them  without  first  notifying  the  work- 
men, neither  should  they  be  coupled  to  nor  moved  until 
blue  signal  is  removed  by  car  repairers  who  placed  the 
signal. 

ABSENCE    OF    OB   AN   IMPEBFECTLY   DISPLAYED 
SIGNAL. 

(Rule  27). 

"A  signal  imperfectly  displayed,  or  the  absence  of  a 
signal  at  a  place  where  signal  is  usually  shown,  must  be 
regarded  as  the  most  restrictive  indication  that  can  be 

Page  34 


given  by  that  signal,  and  the  fact  reported  to  the . 

Conductors  and  enginemen  using  a  switch  where  the 
switch  light  is  imperfectly  displayed,  or  absent,  must  also, 
if  possible,  correct  or  replace  the  light". 

If  a  stop  signal  is  imperfectly  displayed  or  absent  from 
the  place  where  it  is  usually  shown,  train  must  stop.  If 
caution  is  the  most  restrictive  signal  that  can  be  given, 
and  signal  is  imperfectly  displayed  or  absent  from  the 
place  where  it  is  usually  shown,  train  must  proceed  with 
caution.  If  a  signal  that  may  indicate  either  stop,  caution 
or  proceed  is  imperfectly  displayed  or  absent  from  place 
where  it  is  usually  shown,  it  must  be  considered  a  stop 
signal,  except  that  the  removal  of  a  semaphore  blade  of 
an  automatic  block  signal  indicates  that  the  signal  is  out  of 
commission. 

FLAG  STOPS. 

(Rule  28). 

A  combination  green  and  white  flag  by  day  and  a  green 
and  white  light  by  night  will  be  used  to  stop  a  train  only 
at  the  flag  stations  indicated  on  its  schedule.  The  flag 
should  be  placed  stationary  on  the  engineman's  side  of  the 
track  where  it  can  be  plainly  seen  and  should  not  be 
waved  across  the  track.  If  the  signal  is  waved  or  swung 
across  the  track  it  would  stop  a  limited  or  through  train 
in  case  they  should  be  ahead  of  the  train  to  be  flagged — 
the  very  object  for  which  the  green  and  white  signal  was 
intended  to  avoid.  If  by  special  rule  a  train  is  instructed 
to  stop  under  special  conditions,  a  red  signal  should  be 
used  as  the  green  and  white  signal  only  applies  when  the 
letter  "f"  appears  in  the  schedule  opposite  the  time. 

COMMUNICATION    OF    SIGNAL    INDICATIONS 
BETWEEN  ENGINEMEN  AND  FIEEMEN. 

(Rule  34). 

"The  engineman  and  fireman  must,  when  practicable, 
communicate  to  each  other  by  its  name  the  indication  of 
all  signals  effecting  the  movement  of  their  train." 

The  communication  of  the  indication  of  signals  between 
enginemen  and  firemen  is  so  important  that  there  should 
be  but  few  cases  where  it  is  not  practicable.  It  should  be 
done  in  every  case,  especially  on  oil  burning  engines. 

Page  35 


When  an  engineman  is  approaching  a  signal  that  can 
not  be  seen  a  sufficient  distance  to  enable  him  to  stop  be- 
fore passing  it,  owing  to  obscure  view  on  a  curve,  the 
fireman  should,  if  necessary  observe  its  position  and  inform 
the  engineman  as  early  as  possible.  If  approach  is  badly 
obscured  the  train  should  reduce  speed  sufficient  to  stop 
at  the  proper  place  should  the  signal  indicate  stop.  En- 
ginemen  should  not  approach  a  signal  at  high  speed  expect- 
ing to  obtain  a  proceed  indication  at  the  last  minute. 
SIGNALS  USED  BY  FLAGMEN. 

(Rule  35). 

DAY  SIGNALS— A  red  flag,  torpedoes  and  fusees. 

NIGHT  SIGNALS— A  red  light,  a  white  light,  torpedoes 

and  fusees. 
TRACK  ORDERS. 

Instructions  relative  to  condition  of  track,  bridges, 
etc.,  issued  on  either  the  19  or  31  form,  are  train  orders  and 
should  be  handled  accordingly.  Such  train  orders  should 
be  placed  on  either  side  of  the  section  to  be  protected,  and 
the  annulment  of  the  order  is  evidence  that  repairs  have 
been  made.  It  is  best  to  specify  a  speed  limit  in  miles 
per  hour  or  preferably  the  number  of  minutes  which  must 
be  used  in  passing  over  the  specified  section.  Dispatchers 
should  make  track  orders  clear  and  concise,  giving  exact 
locations  and  conditions,  and  define  clearly  the  points  be- 
tween which  the  order  applies  in  a  manner  that  may  be 
easily  determined,  insisting  on  Roadmasters  and  others 
furnishing  the  required  information.  Attention  to  same 
should  frequently  be  called  to  Chief  Dispatcher  with  view 
to  obtaining  authority  to  remove  the  restriction  as  soon 
as  possible. 

Enginemen  and  trainmen  should  comply  strictly  with 
the  order  regardless  of  loss  of  time.  Knowing  that  re- 
pairs have  been  made  does  not  excuse  violation. 

On  two  or  more  tracks  where  trains  are  authorized 
to  run  extra  without  orders,  and  a  particular  track  is 
effected,  trains  on  other  tracks  should  be  given  the  order 
for  their  use  should  they  desire  to  use  the  track  so 
effected. 

Track  orders  should  be  consolidated  from  time  to  time 
to  keep  the  number  down  to  a  minimum.  The  speed 
specified  applies  to  the  entire  length  of  train  and  not  to 
the  engine  alone. 

Page  36 


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SUPERIORITY  OF  TRAINS. 

(Bales  71-72-73). 

A  superior  train  is  one  having  precedence  over  another. 

The  word  "right"  is  perhaps  the  most  abused  word  in 
the  Standard  Rules.  With  some  it  is  used  for  expressing 
all  kinds  of  superiority.  It  should  be  understood  as  mean- 
ing but  one  thing — superiority  conferred  by  train  order. 
If  no  train  order  exists  there  is  no  superiority  by  "right". 
The  phrases  "time  card  right",  "time-table  right",  "right  by 
direction"  should  never  be  used  as  they  indicate  ignorance 
of  the  rules. 

Superiority  is  conferred  in  three  ways — Right,  Class 
and  Direction.  When  you  say  that  a  train  is  superior  to 
another  train  it  may  mean  by  either  train  order,  class  or 
direction.  The  kind  of  superiority  must  be  determined. 

In  a  general  sense  the  word  "superiority"  should  be 
used  instead  of  "right"  as  is  generally  used.  Superiority 
by  direction  under  normal  conditions  is  conferred  only  by 
time-table,  and  not  by  train  order,  and  applies  only  to 
opposing  trains  of  the  same  class  on  single  track. 

Superiority  by  class  is  conferred  by  classifying  the 
schedules  of  the  time-table. 

As  a  train  order  supersedes  a  time-table  movement  in 
so  far  as  it  conflicts  therewith,  it  necessarily  is  superior 
to  class  and  direction.  The  direction  in  which  trains  are 
made  superior  as  between  trains  of  the  same  class  must 
be  designated  in  the  time-table.  On  roads  of  two  or  more 
tracks,  where  it  is  not  necessary  to  designate  the  direction 
in  which  trains  are  superior  by  direction,  provision  should  . 
be  made  in  the  rules,  for  the  direction  in  which  trains  shall 
be  superior  when  a  section  of  double  track  is  to  be  used 
as  single  track. 

First  class  schedules  are  superior  to  second  class  sched- 
ules. Second  class  schedules  are  superior  to  third  class 
schedules,  and  so  on.  As  extra  trains  are  created  by  train 
order  they  have  no  superiority  by  class  or  direction  and 
are  inferior  to  all  trains  running  under  schedule  authority. 

In  Plate  3,  Example  1,  No.  1  is  superior  to  No.  244  by 
class  and  No.  244  must  keep  clear  of  No.  1. 

In  Example  2,  No.  3  is  superior  by  direction  to  No.  4 
of  the  same  class  and  No.  4  must  keep  clear  of  No.  3. 

Page  38 


In  Example  3,  No.  5  is  superior  by  direction  to  No.  6 
but  the  order  making  a  meet  between  Nos.  5  and  6  at  D 
makes  No.  6  superior  by  right  over  No.  5  from  the 
point  where  it  receives  the  order  to  the  meeting  point  D, 
and  No.  5  remains  superior  by  direction  H  to  D,  their 
superiority  by  direction  having  been  temporarily  suspended 
west  of  D  by  the  order  to  meet  at  D.  In  making  this 
meet  it  is  necessary  to  make  the  order  effective  to  No.  5 
before  completing  it  to  No.  6.  If  it  is  desired  to  change 
the  meet  to  C  or  any  station  between  D  and  A  it  is  first 
necessary  to  place  the  order  for  No.  6  and  make  it  effec- 
tive before  completing  it  to  No.  5  as  No.  6  is  superior  by 
right  to  No.  5  west  of  D.  If  changed  to  E  instead  of  D  the 
order  must  be  sent  to  No.  5  and  made  effective  before  it  is 
completed  to  No.  6  as  No.  5  is  superior  by  direction  to  No. 
6  between  H  and  D. 

In  Example  4,  No.  1  is  superior  by  class  to  No.  244. 
When  the  wait  order  is  issued  No.  244  becomes  superior  by 
right  over  No.  1  between  the  point  where  the  order  is 
received  and  D  until  1  P.  M.  This  wait  order  temporarily 
suspends  No.  1's  superiority  by  class  west  of  D  until  1 
P.  M.  At  1  P.  M.  the  order  is  fulfilled,  and  No.  1's  superi- 
ority by  class  then  governs  west  of  D.  If  it  becomes 
necessary  to  reduce  the  time  of  the  wait  order,  the  order 
must  first  be  annulled  to  No.  244  before  the  annulling  order 
can  be  completed  to  No.  1. 

In  Example  5  we  first  give  Engine  27  right  by  train 
order  to  run  H  to  A.  Before  an  order  giving  Engine  26 
right  to  run  A  to  H  is  completed  to  Engine  26  provision 
must  be  made  for  the  opposing  extras  to  meet  as  shown  by 
the  order.  Extra  26  East  is  then  superior  by  right  to 
Extra  27  West  A  to  D  and  Extra  27  West  is  superior  by 
right  to  Extra  26  East  only  as  far  as  D.  If  necessary  to 
change  the  meeting  point  the  same  procedure  must  apply 
as  in  Example  3. 

/      In  dispatching  trains  Dispatcher  must  always  consider 
/an  extra  holding  authority  to  run  as  superior  to  an  oppos- 
ing extra  which  he  desires  to  create. 


Page  39 


EXISTENCE   OF  TIME-TABLE   SCHEDULES. 

(Rule  82). 

Time-table  schedules  unless  fulfilled  are  in  effect  for 
twelve  hours  after  their  time  at  each  station,  therefore 
if  a  schedule  has  two  times  at  a  station  the  arriving 
time  is  in  effect  at  such  station  until  twelve  hours  after 
the  arriving  time,  and  the  leaving  time  is  in  effect  until 
twelve  hours  after  the  leaving  time. 

Orders  addressed  to  such  schedule  number  but  not 
yet  delivered  are  in  effect  until  the  schedule  becomes  more 
than  twelve  hours  late  on  its  leaving  time. 

A  train  running  under  the  authority  of  a  schedule  may 
become  more  than  twelve  hours  late  on  the  arriving  time 
and  flag  in,  but  this  does  not  effect  the  schedule's  leaving 
time.  The  regular  train  having  lost  both  right  and  sched- 
ule can  proceed  only  under  train  order.  The  same  train 
(equipment)  or  any  other  engine  and  equipment  may  be 
authorized  to  run  on  the  schedule  by  the  Dispatcher  issuing 
a  train  order  to  that  effect,  provided  the  train  can  move 
within  the  twelve  hour  limit  based  on  the  leaving  time. 

A  train  must  not  leave  a  preceding  station  more  than 
twelve  hours  late  expecting  to  make  the  next  station  within 
its  twelve  hour  limit,  even  though  the  station  at  which  such 
train  becomes  more  than  twelve  hours  late  is  not  a  train 
order  office,  or  the  office  has  been  closed.  When  a  train  is 
"dead"  it  is  nothing  until  authorized  to  move  on  the  same 
or  another  schedule  by  train  order  or  created  an  extra. 

The  schedule  is  authority  for  the  movement  of  a  train 
and  the  train  running  under  its  authority  is  the  regular, 
train,  therefore  they  are  not  the  same. 

Oct.  19,  1908,  the  American  Railway  Association  ruled 
"Should  a  train  at  any  point  fail  to  make  its  schedule 
within  the  12  hour  limit  it  can  not  thereafter  resume  its 
schedule  without  train  order,  even  though  it  overtakes  it." 

AHEAD  OF  TIME. 

(Not  Standard). 

The  practice  of  authorizing  trains  by  train  orders  to 
run  in  advance  of  their  schedule  was  discontinued  several 
years  ago  owing  to  numerous  complications.  Such  orders 
were  never  authorized  by  the  Standard  Rules  but  were 

Page  40 


generally  used.  The  phrase  "ahead  of  time"  is  a  mis- 
nomer as  it  is  impossible  for  such  condition  to  exist.  There 
is  not  an  authorized  regular  train  at  any  station  until  a 
schedule  exists  and  the  schedule  does  not  exist  until  the 
time  specified  at  the  station,  therefore,  it  would  be  im- 
possible for  a  regular  train  to  run  ahead  of  its  time. 
TRAIN  REGISTER. 

"A  book  or  form  which  may  be  used  at  designated 
stations  for  registering  'signals  displayed,  the  time  of  ar- 
rival and  departure  of  trains  and  such  other  information 
as  may  be  prescribed." 

A  register  book  or  form  must  provide  for  the  kind  of 
signals  displayed,  if  any,  and  where  they  are  displayed  to, 
if  displayed  to  a  station  intermediate  between  registering 
stations  (see  last  paragraph  of  Standard  Rule  96). 

•The  checking  of  a  train  on  one  register  governs  only 
to  the  next  register  station,  where  a  check  must  again  be 
made  unless  otherwise  provided.  The  station  to  which 
signals  were  displayed  must  be  noted,  and  if  signals 
were  taken  down  by  an  opposing  superior  train  at  a  point 
between  register  stations,  the  inferior  train  must  on  arrival 
at  such  station  be  governed  the  same  as  if  signals  were 
taken  down  at  a  register  station  unless  the  last  section  has 
arrived  or  authority  to  proceed  is  received.  If  the  last 
section  is  met  before  reaching  the  next  register,  this  does 
not  relieve  the  inferior  train  of  responsibility  of  check- 
ing it. 

When  a  register  shows  sections  and  a  train  has  an  order 
to  meet  a  section,  all  sections  should  be  checked  to  see  if 
they  appear  in  numerical  order.  If  not,  a  mistake  has 
been  made. 

If  an  order  to  meet,  for  example,  the  third  section  and 
the  second  section  should  by  mistake  register  third,  if  the 
train  checking  did  not  examine  the  register  and  know  that 
the  sections  appear  in  sequence — first,  second,  third— it 
might  result  in  a  collision  with  the  third  section. 

Some  Railroads  authorize  trains  by  special  rule  to  leave 
a  registering  ticket  with  the  operator  who  must  enter 
the  contents  on  the  register.  If  ticket  is  not  filled  out 
properly,  or  conductor  fails  to  leave  one,  operator  should 

Page  41 


confer  with  Dispatcher  and  obtain  necessary  information 
to  correctly  register  the  train,  and  then  make  a  written 
report  to  the  proper  authority.  When  such  authority  is 
given  by  special  rule  it  relieves  the  conductor  and  engine- 
man  of  checking  against  superior  trains  except  those  that 
terminate  or  originate  at  such  station.  This  does  not, 
however,  relieve  the  train  which  has  taken  down  signals 
from  notifying  inferior  trains  or  trains  of  the  same  class 
that  are  met  before  reaching  the  next  register  sta- 
tion, which  are  by  special  rule  permitted  to  register  by 
ticket  at  the  register  station  where  signals  were  taken 
down.  When  such  special  rule  exists  it  places  the 
responsibility  with  the  operator  and  conductor  and  engine- 
man  of  the  train  taking  down  signals  who  must  consider 
such  station  equivalent  to  a  non-register  station  for  oppos- 
ing trains  authorized  to  register  by  ticket,  and  train  that 
took  down  signals  must  stop  and  notify  such  opposing  in- 
ferior trains  or  trains  of  same  class,  if  met  beyond  the 
register  station,  that  signals  were  taken  down  at  the  sta- 
tion where  opposing  train  is  authorized  to  register  by 
ticket.  Operator  must  also  notify  inferior  opposing  trains 
authorized  to  register  by  ticket  at  his  station  or  if  his  reg- 
ister shows  that  signals  were  taken  down  by  any  oppos- 
ing superior  train  between  the  last  preceding  register  sta- 
tion and  his  station,  until  the  last  section  arrives  or  sched- 
ule becomes  more  than  12  hours  late  or  is  annulled,  or  fol- 
lowing section  is  annulled  into  his  station,  in  which  case 
there  can  be  no  more. 

When  trains  have  been  made  superior  by  train  order 
it  is  the  Dispatcher's  duty  to  designate  the  necessary  sec- 
lions  in  order  to  protect  such  conditions.  However,  it  is 
good  practice  to  check  registers  at  register  stations  within 
the  territory  of  a  right  order  (Form  C)  against  signals 
displayed  by  train  given  right. 

If  a  train  is  authorized  by  train  order  to  register  by 
leaving  a  registering  ticket  it  must  obtain  a  train  order 
check  of  trains  from  the  Dispatcher,  and  in  such  check 
Dispatcher  is  held  responsible  to  make  an  exception  of 
sections  that  have  not  arrived. 


Page  42 


The  following  form  may  be  used  but  is  not  authorized 
by  the  Standard  Rules : 

"Regular  trains  due  

before  have  arrived 

and     left     except     ." 

The  above  form  should  be  addressed  only  to  those 
authorized  to  register  by  registering  ticket  and  such  check 
should1  Ife  assumed  to  include  the  train  addressed.  It  is  not 

/\ 

good  practice  to  add  a  train  order  check  of  register  to 
orders  that  are  addressed  to  other  trains.  When  such  check 
is  addressed  only  to  train  that  is  to  use  it,  it  should  not  be 
necessary  to  state  that  they  will  register  by  ticket. 

When  a  check  of  trains  is  received  by  train  order  such 
check  should  apply  only  to  the  train  as  addressed  and  not 
to  another  train  that  may  be  run  by  the  same  crew. 

When  checking  a  register  see  if  any  other  train  has 
fulfilled  the  same  schedule  you  are  authorized  to  use. 

Regular  trains  should  register  in  on  the  date  they  are 

due  to  arrive  even  though  they  do  not  arrive  until  the  next 

day.  In  this  case  the  date  should  follow  the  time.  The  date 

following  the  time  is  not  compulsory,  but  good  practice. 

Extras  should  register  in  on  the  date  they  arrive. 

CHECKING  REGISTER  BEFORE  LEAVING  INITIAL 

STATION,  JUNCTION  OR  PASSING  FROM 

DOUBLE  TO  SINGLE  TRACK. 

(Rules  83  and  D-83). 

"A  train  must  not  leave  its  initial  station  on  any 
Division  (or  Subdivision),  or  a  junction,  or  pass  from 
double  to  single  track  until  all  trains  due,  which  are 
superior,  -€^df-U:he  same  class,  have  arrived  and  left. 
Stations  at  which  train  registers  are  located  may  be 
designated  on  the  time-table." 

Leaving  a  junction  applies 

(1)  Trains  coming  off  a  branch  or  diverging   route 
to  a  main  route 

(2)  Trains  moving  from  a  main  route  to  a  branch  or 
diverging  route 

(3)  Trains  of  a  main  route  originating  at  a  junction 
station 

Page  43 


(4)  Trains  moving  over  a  main  route  before  leaving  a 
junction  station  where  opposing  superior  trains  terminate 
or  superior  trains  of  same  direction  originate. 

If  a  superior  train  terminates  at  an  intermediate  station 
no  opposing  inferior  train  should  leave  such  station  until 
it  is  ascertained  that  the  superior  train  has  arrived.  . 

If  a  superior  train  originates  at  an  intermediate  station 
no  inferior  train  of  the  same  drection  should  leave  such 
station  until  it  is  ascertained  that  the  superior  train  has 
left. 

Rule  D-83  is  the  same  as  83  with  the  exception  of 
that  part  that  applies  to  opposing  trains. 

In  answer  to  a  desire  of  some  Railroads  to  add  to  Rule 

D-83  "Extras  may  pass  and  run  ahead  of  class 

trains",  the  Committee  on  Transportation  on  Oct.  6,  1911, 
replied  as  follows :  "The  Committee  sees  no  objection  to 
the  addition  of  these  words  by  any  Road  so  desiring,  as  it 
considers  the  practice  to  be  a  good  and  safe  one." 

MEETING  AN  EXTRA  BY  CHECKING  IT  ON 
THE  REGISTER. 

(Not  Standard). 

In  meeting  extras  at  register  stations  the  fact  that  an 
extra  as  specified  in  an  order  appears  on  the  register  is 
not  sufficient.  The  time  of  arrival  of  such  extra  must  be 
considered,  as  the  same  engine  may  be  run  extra  into  the 
register  station  several  times  on  the  same  day. 

On  some  Railroads  this  is  not  sufficient  and  trains  re- 
ceiving an  order  which  requires  them  to  remain  at  a  reg- 
ister station  until  a  specified  extra  arrives — whether  it  is 
a  meet  order,  right  order  or  time  order  (during  the  time 
existence)  must  either  see  the  extra,  have  the  order  an- 
nulled, superseded  or  obtain  an  order  stating  that  such 

extra  has  arrived  at on  Order  (the 

number  of  order  held  requiring  the  meet). 

On  Divisions  where  there  are  helpers  an  engine  often 
runs  extra  into  a  register  station  several  times  during 
the  day.  Mistakes  are  occasionally  made  in  registering 
time  of  arrival  and  also  in  registering  and  reading  the 
time  and  this  rule  prevents  a  train  from  leaving  before 
the  arrival  of  the  extra.  It  also  has  a  tendency  to  reduce 

Page  44 


the  number  of  orders  of  no  value  that  are  sometimes 
delivered  when  they  should  have  been  annulled. 

If  the  meeting  point  is  a  register  station  and  no  means 
of  communicating  with  Dispatcher  after  arrival,  it  is  then 
his  duty  to  furnish  additional  information  by  train  order; 

for  example,   "Meet  Extra  at  -  —  on 

second  (or  third)  trip"  as  the  case  may  be,  or  any  other 
information  that  will  make  it  clear  that  the  extra  has 
arrived  on  the  trip  they  are  required  to  meet  it.  While  a 
condition  of  this  kind  is  less  liable  to  exist  on  Divisions 
where  there  are  no  helpers,  yet  it  may.  All  that  is  neces- 
sary to  create  it  is  to  run  the  same  engine  extra  into  the 
same  register  station  two  or  more  times  in  one  day. 

CHECK  OF  TRAIN  REGISTER. 

(Not  Standard). 


FORM. 


CHECK   OF  TRAIN    REGISTER 
STATION  -  DATE 191_ 


CHECKED   BY  COND'R 

No AT_  _M. 


,  When  Signals  Displayed 
LEFT  to  Non-Register  Station 

!        State  Where  To 


Before  leaving  intermediate  register  stations  conductors 
must  be  governed  by  Rule  83  and  enter  on  this  blank  all  trains 
that  have  arrived  and  left  that  are  superior,  and  personally 
deliver  to  enginemen.  Enginemen  must  not  leave  such  stations 
unless  this  check  indicates  that  all  trains  effecting  their  move- 
ments have  arrived  and  left,  or  orders  received  permitting  them 
to  proceed.  Check  all  sections  of  a  schedule  and  see  that  none 
are  omitted.  Conductors  and  enginemen  must  be  governed 
by  signals  displayed  to  and  taken  down  at  non-register  sta- 
tions as  designated  hereon  (see  Rule  96). 


Page  45 


GIVING  PROCEED  SIGNAL. 

(Bale  84). 

"A  train  must  not  start  until  the  proper  signal  is  given". 

A  proper  signal  is  one  given  by  the  conductor  as  pro- 
vided in  the  rules.  Conductors  should  place  themselves 
in  the  most  advantageous  position  to  direct  the  movement 
of  their  trains.  If  they  are  not  in  view  of  the  engineman 
and  can  not  so  place  themselves  they  may  pass  the  signal 
to  the  brakeman,  who  will  relay  it  to  the  engineman.  The 
practice  of  conductors  authorizing  brakemen  to  give  pro- 
ceed signal  for  them  is  wrong.  While  the  rule  does  not 
say  the  conductor  is  the  only  one  authorized  to  give  the 
proceed  signal,  yet  it  is  an  undisputed  fact  that  he  is  in 
authority  and  should  personally  direct  the  movement  of 
his  train.  Only  the  conductor  should  announce  "All 
aboard"  except  in  case  of  long  trains  when  brakemen 
may  do  so  to  prevent  leaving  passengers  or  to  prevent  a 
condition  where  it  would  be  necessary  for  passengers  to 
get  on  after  train  starts  or  get  left. 

TRAIN  OF  ONE  SCHEDULE  ON  TIME  OF  ANOTHER 
SCHEDULE  OF  SAME  CLASS. 

(Rule  85). 

If  a  train  of  one  schedule  is  on  the  time  of  another 
schedule  of  the  same  class  in  the  same  direction,  it  will 
proceed  on  its  own  schedule.  This  applies  whether  it  is  at 
an  intermediate  station  or  leaving  an  initial  station. 

Trains  of  one  schedule  may  pass  trains  of  another 
schedule  of  the  same  class  and  extra  trains  may  pass  and 

run  ahead  of class  trains  and  extra  trains.  (The 

regular  trains  which  extras  are  allowed  to  pass  and  run 
ahead  of  must  be  designated  by  each  Railroad). 

While  the  rule  states  that  extra  trains  may  pass  and 

run  ahead  of class  trains  it  must  be  presumed  that 

extra  may  also  run  ahead  of  them  if  extra  falls  back  on 
their  time  and  the  regular  train  is  not  there  to  be  passed. 

A  section  may  pass  and  run  ahead  of  another  section 
of  the  same  schedule,  first  exchanging  orders,  signals  and 
numbers  with  the  section  to  be  passed.  When  changes  of 
this  kind  are  made  conductors  and  enginemen  should  be 
careful  to  exchange  all  train  orders  effecting  their  respec- 

Page  46 


live  sections  as  some  sections  are  sometimes  restricted  by 
orders  and  the  following  section  does  not  hold  a  copy. 

Dispatchers  should  include  all  sections  in  orders  when 
practicable,  especially  those  that  are  running  closely  to- 
gether, and  thereby  avoid  any  possibility  of  collision  should 
an  order  be  overlooked  or  lost  in  making  the  exchange. 

If  a  section  (light  engine)  without  a  conductor  finds  it 
necessary  to  exchange  with  a  section  which  has  both  a  con- 
ductor and  engineman,  then  the  exchange  could  only  be 
made  with  one  of  them,  preferably  the  conductor,  and 
conductor  should  then  consult  with  the  engineman.  Such 
moves,  however,  should  be  discouraged.  It  should  be 
understood  that  the  responsibility  rests  entirely  with  those 
making  the  exchange.  Dispatcher  should  be  advised  of 
any  change  from  the  first  available  point  of  communica- 
tion as  it  may  make  a  difference  in  the  issuance  of  orders, 
especially  where  engine  numbers  are  used  for  identification. 

CLEARANCE  OF  SUPERIOR  TRAIN  (Rule  86,  87,  88 
and  89). 

(Rules  87,  88  and  89  applicable  to  Single  Track  Only). 

The  following  is  based  on  clearance  required  in  Stand- 
ard Rules  (5  minutes).  Where  such  clearance  differs 
from  that  of  any  Railroad,  the  rules  of  such  Railroad 
should  be  respected. 

"An  inferior  train  must  clear  the  time  of  a  superior 
train,  in  same  direction,  not  less  than  five  minutes,  but 
must  be  clear  at  the  time  a  first  class  train,  in  the  same 
direction,  is  due  to  leave  the  next  station  in  the  rear  where 
time  is  shown." 

If  the  stations  are  so  close  together  that  under  that 
portion  of  the  rule  requiring  inferior  train  to  be  clear  at 
the  time  the  first  class  train  is  due  to  leave  the  next  station 
in  the  rear  where  time  is  shown  would  be  less  than  five 
minutes,  then  a  five  minute  clearance  should  be  made. 
The  object  of  this  portion  of  the  rule  being  to  permit  the 
inferior  train,  to  use  more  time  ahead  of  the  superior 
train,  for,  without  this,  the  inferior  train  would  have  to 
clear  the  following  first  class  train  five  minutes  before 
they  were  due  to  leave  the  next  station  in  the  rear. 

No   form  of  block  signals  in  any  way  modify   rules 
relative  to  clearance  of  superior  trains. 
5  Page  47 


"An  inferior  train  must  keep  out  of  the  way  of  oppos- 
ing superior  trains  and  failing  to  clear  the  main  track 
by  the  time  required  by  rule  must  be  protected  as  pre- 
scribed by  Rule  99." 

"Extra  trains  must  clear  the  time  of  opposing  regular 
trains  not  less  than  five  minutes,  unless  otherwise  provided, 
and  will  be  governed  by  train  orders  with  respect  to  oppos- 
ing extra  trains." 

Before  authorizing  any  extra  train  to  move  the  Dis- 
patcher must  make  provision  for  it  to  meet  every  op- 
posing extra  by  placing  the  necessary  orders  for  delivery 
to  opposing  extras  before  they  reach  the  meeting  point, 
and  either  have  work  extras  over  whose  territory  the  extra 
must  pass  under  protection  of  flag  or  ordered  to  clear  the 
main  track  or  require  the  extra  to  protect  against  the 
work  extra. 

"At  meeting  points  between  trains  of  the  same  class  the. 
inferior  train  must  clear  the  main  track  before  the  leaving 
time  of  the  superior  train." 

It  should  be  understood  that  clearing  before  the  leaving 
time  does  not  mean  to  clear  at  the  leaving  time.  The  in- 
ferior train  should  be  clear  of  main  track  and  switch 
lined  up  and  locked  at  least  one  minute  before  the  leaving 
time  of  superior  train,  and  a  greater  clearance  is  prefer- 
able. By  force  of  habit  many  are  of  the  opinion  that  it 
is  only  necessary  to  clear  at  or  by  the  leaving  time  of  the 
superior  train  which  is  not  only  wrong  but  unsafe. 

"At  meeting  points  between  extra  trains,  the  train  in 
the  inferior  time-table  direction  must  take  the  siding  unless 
it  is  otherwise  provided." 

If  westward  regular  trains  are  superior  by  direction 
over  opposing  trains  of  the  same  class,  an  extra  east  must 
take  siding  at  the  meeting  point  with  an  extra  west  unless 
otherwise  provided  by  train  order  or  special  rule  in  the 
time-table.  If  eastward  regular  trains  are  superior  by 
direction  over  opposing  trains  of  the  same  class  the  west- 
ward extra  must  take  this  siding.  Likewise  northward  and 
southward.  This  in  no  way  establishes  superiority  by 
direction  between  opposing  extras  as  superiority  by  direc- 
tion can  only  be  conferred  by  time-table,  and  extras  can 
not  be  created  by  time-table. 

Page  48 


The  opinion  of  many  that  there  is  a  superiority  by 
direction  between  extras  at  the  meeting  point  is  erroneous. 

Whenever  it  becomes  necessary  to  back  in  at  a  meet- 
ing point  with  a  superior  train  a  flagman  must  be  sent 
ahead  as  prescribed  by  Rule  99  unless  provision  is  made 
by  train  order  permitting  the  move  without  protection.  If 
such  an  order  is  issued  the  superior  train  must  stop  far 
enough  in  advance  of  the  switch  to  be  used  by  inferior 
train  in  backing  in  to  permit  them  to  pull  by  clear  of  the 
switch.  If  the  view  is  obscure  such  orders  should  not  be 
issued  and  if,  through  ignorance  of  conditions  or,  if  tem- 
porary conditions  arise  which  obscure  the  view,  extra  pre- 
caution should  be  taken  by  sending  a  flagman  ahead. 

When  orders  are  issued  for  inferior  train  to  back  in,  the 
superior  train  must  not  assume  they  have  already  done  so 
because  they  see  a  train  on  the  siding.  If  the  inferior  train 
is  clear  before  the  arrival  of  the  superior  train  they  should 
send  a  flagman  out  to  signal  superior  train  ahead.  If 
superior  train  is  instructed  to  run  by  and  back  in  on  the 
siding  for  inferior  train  the  same  procedure  should  apply. 

"At  meeting  points  between  trains  of  the  different 
classes  the  inferior  train  must  take  the  siding  and  clear  the 
superior  train  at  least  five  minutes  and  must  pull  into 
siding  when  practicable.  If  necessary  to  back  in,  the  train 
must  first  be  protected  as  prescribed  by  Rule  99  unless  it 
is  otherwise  provided." 

The  practice  of  placing  special  rules  in  time-tables  re- 
quiring the  superior  train  to  take  the  siding  when  meet- 
ing inferior  trains  at  specified  points  when  meeting  under 
time-table  superiority,  is  not  commendable  owing  to  the 
fact  that  superior  train  does  not  always  know  that  inferior 
train  will  be  there  and  are  sometimes  unable  to  see  owing 
to  obscure  view. 

In  the  standard  rules  the  following  note  to  Rule  89 
appears:  "Where  greater  clearance  is  necessary,  Rule  89 
should  require  a  clearance  of  TEN  minutes." 


Page  49 


INFERIOR  TRAIN  PASSING  SUPERIOR  TRAIN   ON 
THEIR  DEAD  TIME. 

If  a  schedule  has  an  arriving  and  a  leaving  time  at 
an  intermediate  station  (so  called  dead  time)  any  inferior 
train  may  pass  it  provided  it  can  clear  the  time  at  such 
station  as  required  by  the  Rules.  This,  however,  does  not 
authorize  it  to  run  ahead  of  the  superior  train  Q* -*hf  in- 
4^fiotv4fai»  time,  and  it  must  respect  the  schedule  of  the 
superior  train  as  required  by  the  Rules. 

See  A.  R.  A.  Ruling,  Feb.  24,  1893. 

STOP  AT  SCHEDULE  MEETING  POINT. 
RULE  90. 

(Applicable  to  Single  Track  Only). 

Trains  must  stop  at  schedule  meeting  stations,  if  the 
train  to  be  met  is  of  the  same  class,  unless  the  switch 
is  properly  set  and  track  clear.  An  inferior  train  must 
fully  protect  itself  against  a  superior  train  if  it  finds  owing 
to  some  unforseen  delay  that  it  is  not  able  to  make 
the  required  clearance.  The  Train  Rules  Committee  of 
the  American  Railway  Association  on  October  8,  1889, 
stated  in  reply  to  a  suggestion  that  the  words  "of  the 
same  class"  be  omitted  so  that  Rule  90  would  apply  to 
all  classes  of  trains,  "The  judgment  of  the  Committee  was 
that  the  rule  as  approved  by  the  Convention  is  correct  and 
according  to  the  best  practice.  The  Committee  believes 
that  as  few  restrictions  and  exceptions  should  be  inter- 
posed in  the  way  of  permitting  trains  to  make  time,  as,  for 
example,  that  trains  delayed  at  stations  should  protect 
themselves  rather  than  continue  the  old  practice  of  com- 
pelling all  trains  to  feel  their  way  into  stations  expecting 
to  find  trains  occupying  the  main  track  without  proper  pro- 
tection. The  precaution  required  by  Standard  Rule  93 
(present  Rule  90)  is  thought  to  be  necessary  only  for  cases 
in  which  there  is  no  time  clearance." 

This  rule  does  not  in  any  way  relieve  the  train  of  in- 
ferior direction  from  properly  protecting  itself,  neither 
does  it  authorize  it  to  crowd  the  required  clearance.  The 
first  paragraph  of  Rule  88  requires  that  the  train  of  in- 
ferior direction  must  be  in  to  clear  before  and  not  at  the 
leaving  time  of  the  superior  schedule. 
Page  50 


If  the  superior  train  is  five  or  more  minutes  late  on  its 
schedule  one  would  infer,  from  the  decision  of  the  Com- 
mittee, Oct.  8,  1889,  that  Rule  90  (first  paragraph),  should 
not  then  apply  for  the  reason  that  the  five  minutes  would 
give  inferior  train  ample  time  to  get  out  a  flagman  if  it 
was  delayed  at  the  last  minute  in  taking  the  siding,  or  at 
least  as  much  time  as  any  other  inferior  train  would  have. 

As  the  clearance  under  all  time  orders  is  the  same  as  if . 
the  movement  is  made  against  the  schedule  of  the  train,  then 
it  would  seem  consistent  to  require  the  superior  train  to 
apply  the  same  principle  if  late  and  running  under  time 
orders,  at  stations  prior  to  reaching  their  regular  schedule 
meeting  station,  the  same  as  they  are  required  to  do  under 
the  second  paragraph  of  the  rule  which  reads  as  follows: 
"When  the  expected  train  of  the  same  class  is  not  found  at 
the  schedule  meeting  station,  the  superior  train  must  ap- 
proach all  sidings  prepared  to  stop,  until  the  expected  train 
is  met."  Trains  must  stop  clear  of  the  switch  used  by 
the  train  to  be  met  in  going  on  the  siding.  See  No.  5, 
Diagram  (1),  Plate  1,  Page  17. 

SIGNAL  CALLING  ATTENTION  TO  MEETING  POINT. 

(4th  Par.  Rule  90). 

"The  engineman  will  give  Signal  14  (n)  at  least  one 
mile  before  reaching  a  schedule  meeting  point  with  a 
train  of  the  same  or  superior  class,  or  a  point  where  by 
train  order  the  train  is  to  meet  or  wait  for  an  opposing 
train.  Should  the  engineman  fail  to  give  Signal  14  (n)  as 
herein  prescribed,  the  conductor  must  take  immediate 
action  to  stop  the  train." 

Engineman,  whether  train  is  equipped  with  communi- 
cating signal  or  not,  should  give  two  long  and  one  short 
sounds  as  provided  to  inform  trainmen  that  he  has  not 
overlooked  the  meeting  point  with  the  train  of  the  same 
class,  or  a  point  where  by  train  order  the  train  is  to  meet 
or  wait  for  an  opposing  train.  Should  he  fail  to  do  so  train 
must  be  stopped  by  trainmen  before  reaching  the  fouling 
point  of  track  to  be  used  by  train  to  be  met. 

This  signal  should  be  used  by  an  inferior  train  when 
approaching  a  station  where  a  superior  train  is  to  be  met 
under  time-table  superiority,  whether  it  is  a  regular  full- 
faced  schedule  meeting  point  or  not.  It  should  also  be 

Page  51 


given  whether  the  trains  are  to  meet  under  Form  A  or  any 
other  form  of  train  order. 

On  roads  where  the  rules  require  conductor  to  give  the 
engineman  a  signal  for  this  purpose,  if  engineman  does 
not  immediately  answer  the  signal,  the  conductor  must  take 
immediate  action  to  stop  the  train. 

SPACING  OF  TRAINS. 

(Rule  91). 

"Unless  some  form  of  block  signals  is  used,  trains  in 
the  same  direction  must  keep  at  least  five  minutes  apart, 
except  in  closing  up  at  stations.  A  train  following  a  train 
carrying  passengers  must  keep  at  least  ten  minutes  be- 
hind it." 

The  rules  of  many  Railroads  require  trains  moving  in 
the  same  direction  to  keep  ten  minutes  apart  unless  some 
form  of  block  signals  is  used.  If  the  above  standard  rule 
is  in  effect  it  will  be  necessary  for  the  Dispatcher  in  run- 
ning extras  carrying  passengers  to  designate  in  the  order 
that  it  is  a  passenger  extra  and,  in  some  instances,  notify 
freight  trains  that  have  no  other  means  of  obtaining  the 
information  that  there  is  a  train  ahead  with  passengers, 
also  issue  instructions  to  operators  to  space  following 
trains  ten  minutes  behind  extras  with  passengers.  The 
same  should  be  done  when  stock  trains  with  men  in  charge 
of  stock  are  run  extra  or  on  a  schedule.  This  would  seem 
to  be  rather  unsatisfactory  and  no  doubt  it  would  be  wise 
to  make  it  ten  minutes  in  all  cases  where  traffic  permits. 

ARRIVING  OR  LEAVING  IN  ADVANCE  OF 
SCHEDULE  TIME. 

(Rule  92). 

"A  train  must  not  arrive  at  a  station  in  advance  of  its 
schedule  arriving  time." 

When  but  one  time  is  shown,  and  it  is  indicated  as  the 
arriving  time,  for  example,  the  end  of  the  run  on  a 
Division  or  Subdivision,  this  rule  applies  just  the  same 
as  at  an  intermediate  station  where  there  is  an  arriving 
time  shown. 

If  a  run-late  order  is  issued  requiring  a  train  to  run 
late  into  a  station  where  an  arriving  time  is  shown,  then 
the  arriving  time  becomes  the  schedule  arriving  time  plus 

Page  52 


the  run-late,  and  the  train  must  not  arrive  in  advance  of 
that  time. 

A  train  must  not  leave  a  station  in  advance  of  its 
schedule  leaving  time." 

Should  an  order  be  issued  to  run  late  from  a  station, 
then  the  leaving  time  becomes  the  schedule  time  plus  the 
run-late. 

MOVEMENT   WITHIN   DEFINED   YARD   LIMITS. 

(Rule  93). 

Within  yard  limits  the  main  track  may  be  used,  pro- 
tecting  against  first  class  trains.  Second  and  inferior  class' 
and  extra  trains  must  move  within  yard  limits  prepared 
to  stop  unless  track  is  seen  or  known  to  be  clear.  (The 
trains  which  must  be  cleared  or  protected  against  and 
those  that  must  move  prepared  to  stop  are  left  optional 
with  the  Railroad  adopting  the  rule). 

Under  Rule  93  if  any  train  or  engine  occupies  the  main 
track  on  the  time  of  a  first  class  train,  or  a  first  class  train 
or  any  section  of  a  first  class  schedule  occupies  the  main 
track  on  the  time  of  another  first  class  train  or  any  sec- 
tion of  a  first  class  schedule,  such  train  must  be  protected. 

If  a  second  or  inferior  class  or  extra  train  enters  a 
yard  they  should  be  held  responsible  for  collision  with  any 
train,  engine  or  cars  that  may  be  occupying  the  main  track 
within  such  defined  yard. 

It  is  not  assumed,  however,  that  cars  will  be  left 
standing  entirely  unprotected  within  yards  when  the  view 
is  obscure  or  at  points  where  they  could  not  reasonably 
be  expected. 

In  extreme  cases  even  though  no  first  class  train  is 
due  precautionary  measures  should  be  taken  when  the  main 
track  is  occupied  at  unusually  bad  locations  or  when  the 
elements  obscure  the  view. 

Should  it  become  necessary  to  back  out  of  a  siding,  or 
move  on  the  main  track  where  view  is  obscure,  extra  pre- 
caution should  be  taken.  This,  however,  should  not  re- 
lieve the  incoming  train  from  the  responsibility  of  a 
collision. 

Yard  crews  should  be  kept  advised  as  to  the  probable 
arrival  of  all  trains.  The  time  of  arrival  of  first  class 

Page  53 


trains  should  be  given  crews  of  yard  engines  to  avoid  de- 
lay, but  the  manner  in  which  either  a  yard  engine,  or  other 
engine  or  train  may  occupy  the  main  track  on  the  time  of 
a  first  class  train  without  protection  is  by  obtaining  a  train 
order  permitting  them  to  do  so. 

The  protection  within  a  yard  may  not  in  all  cases  be 
the  same  as  required  by  Rule  99  outside  of  yard  limits, 
but  it  must  be  sufficient  to  prevent  an  accident. 

An  extra  train  moving  under  old  Example  3,  Form  G 
(( which  is  no  longer  standard)  through  yard  limits  must 
<jwEkect  the  same  as  any  other  extra  unless  otherwise 
directed  by  train  order. 

Yard  limits  should  be  as  short  as  practicable  and  as 
few  as  possible  to  properly  operate  trains.  Enginemen  of 
first  class  trains  should  always  keep  in  mind  that  a  car 
may  be  shoved  out  of  a  switching  lead  or  other  track 
at  any  time,  or  a  switch  may  be  left  open. 

The  rule  of  any  Railroad  requiring  flagmen  to  protect 
rear  of  the  train,  while  standing  within  yard  limits, 
whether  a  first  class  train  is  due  or  not,  should  be  com- 
plied with. 

When  a  following  section  of  a  first  class  schedule  is 
run  late  or  given  an  order  to  wait  and  same  is  held  by  the 
preceding  section,  and  the  Dispatcher  desires  to  reduce 
the  time  or  annul  it,  the  annuling  order  must  be  given 
the  preceding  section  and  conductor  must  immediately 
inform  his  flagman. 

The  same  should  apply  between  first  class  trains  when 
the  leading  train  holds  an  order  requiring  the  following 
train  to  run  late  or  wait  which  might  suspend  Rule  93. 

TRAIN  DISABLE!)  BETWEEN  POINTS  OF 
COMMUNICATION. 

(First  Paragraph  Rule  94). 

If  a  train  overtakes  another  train  so  disabled  that  it 
can  not  proceed,  it  will  pass  it,  if  practicable,  and,  if 
necessary,  will  assume  the  schedule  and  take  the  train 
orders  of  the  disabled  train,  proceed  to  the  next  available 

point  of  communication,  and  there  report  to  . 

(optional  with  Company  adopting  the  rule).  "If  prac- 
ticable" is  interpreted  as  meaning — 1st.  Can  follow- 
ing train  get  by?  2nd.  Has  either  train  authority  to  pro- 

Page  54 


ceed.  If  the  disabled  train  has  authority  to  proceed,  the 
following  train  may  use  it  after  passing  them,  if  it  has 
no  authority  of  its  own  and  the  disabled  train  is  the  least 
important  of  the  two.  If  the  disabled  train  is  a  first  class 
train,  a  stock  train,  a  perishable  or  other  important  train, 
and  the  train  overtaking  it  is  less  important,  then  the  im- 
portant train  should  take  the  engine  of  the  train  of  lesser 
importance,  if  only  an  engine  is  needed. 

The  A.  R.  A.,  April  7th,  1891,  ruled  "that  any  trouble  . 
in  regard  to  the  meaning  of  the  word  'disabled'  could  only 
occur  when  it  is  of  minor  importance.  In  such  a  case  the 
judgment  of  conductors  and  enginemen  must  be  used, 
always  bearing  in  mind  that  the  rule  is  intended  to  expe- 
dite the  movement  of  trains."  Under  this  ruling  there 
is  no  reason  for  an  unusual  delay. 

When  a  train  assumes  the  right  or  schedule  and  takes 
the  train  orders  of  a  disabled  train,  it  becomes  that  train 
the  same  as  if  it  had  always  been,  and  the  disabled  train 
becomes  the  train  with  which  it  exchanged.  All  authority 
to  move  must  be  exchanged.  If  after  an  exchange  is  made 
the  disabled  train  is  overtaken  by  a  second  train  and  the 
conditions  are  such  that  the  overtaking  train  can  not  pro- 
ceed on  its  own  authority,  and  by  this  time  the  disabled 
train's  authority  will  permit  them  to  proceed,  another  ex- 
change may  be  made  as  in  the  first  case.  The  disabled 
train  will  assume  the  right  or  schedule  and  take  the  train 
orders  of  the  last  train  with  which  it  has  exchanged,  and 
will,  when  able,  proceed  to  and  report  from  the  next  avail- 
able point  of  communication. 

Rule  94  applies  between  all  kinds  of  trains  whether 
regular,  extras,  sections  of  the  same  schedule  or  sections 
of  different  schedules,  or  between  an  extra  and  a  regular 
train,  regular  train  and  section  or  a  section  and  an  extra. 

If,  after  a  train  has  exchanged  with  a  disabled  train 
between  points  of  communication  and  they  afterwards  re- 
ceive orders  to  proceed  under  their  original  authority,  the 
Dispatcher  should  issue  the  necessary  orders  to  prevent 
the  disabled  train  (when  able)  from  proceeding  as  the 
train  with  which  it  last  exchanged  further  than  the  point 
at  which  the  preceding  train  is  authorized  to  resume  its 
original  authority. 

Page  55 


Pi  fir  £ 


EAST 
A.* 


-RULE  94. 
D/AG/?AM-/. 

•  *  "•      AM 


WEST. 


c. 


OROfRNo.l. 


O. 


2NO.N..+. 


0/AG/7AM-2. 

E. 

/sr.  A/o.?.         NQN.T.O.OFS 


NON.  T.C.OfS. 
A/o.9. 


ORDER  N 
J».9/mtaX2net.jn.4:  ft  f. 


G. 


H.  "ON.  T.  O.  OFS. 
/»r./Vo.2 


No.l 


ORDER  No. 
JYO.  I  /mOLf  2*d.  t/H).  2  Of  I. 


J. 


,    NON.T.O.OFS. 
No.B        No.  6 


L. 

NON.T.  Q.OFS. 
No.S  A/O.  7 


TRAIN  UNABLE  TO  PROCEED  AGAINST  OPPOSING 
TRAIN. 

(Second  Paragraph  Rule  94). 

"When  a  train,  unable  to  proceed  against  the  right  or 
schedule  of  an  opposing  train,  is  overtaken  between  com- 
municating stations  by  an  inferior  train  or  a  train  of  the 
same  class  having  right  or  schedule  which  permits  it  to 
proceed,  the  delayed  train  may,  after  proper  understanding 
with  the  following  train,  precede  it  to  the  next  available 
point  of  communication,  where  it  must  report  to  the 

.  (designated  official).  When  opposing  trains 

are  met  under  these  circumstances,  it  must  be  fully  ex- 
plained to  them  by  the  leading  train  that  the  expected  train 
is  following." 

The  principle  involved  is  that  if  a  train  is  delayed  be- 
tween points  of  communication  for  an  opposing  train  and 
is  overtaken  by  a  train  of  the  same  class  or  an  inferior 

Page  56 

t 


train  which  holds  authority  to  proceed  to  the  next  point 
of  communication  against  any  train  the  delayed  one  can 
not  move  against  or  any  other  opposing  trains  known  to 
them  and  an  opposing  train  can  not  leave  such  point  until 
the  train  that  overtook  the  delayed  train  gets  there,  and 
Dispatcher  has  no  means  of  restricting  the  following  train 
after  the  preceding  train  has  left,  they  may  proceed  with 
safety  and  save  delay  following  a  flagman. 

If  necessary  (although  not  according  to  rule)  to  apply 
the  second  paragraph  of  Rule  94  out  of  a  train  order  office 
it  should  be  done  only  on  authority  from  the  Dispatcher, 
in  which  case  he  must  not  then  issue  an  order  restricting 
the  following  train  should  he  get  into  communication  with 
the  opposing  train  after  the  preceding  train  has  left. 

If  overtaken  between  stations  by  a  superior  train  hav- 
ing right  or  schedule  which  permits  it  to  proceed,  it  is 
not  likely  the  conductor  and  engineman  of  the  train  over- 
taken would  delay  the  following  train,  their  own  train  and 
the  opposing  train  they  are  unable  to  move  against  while 
a  flagman  precedes  them  several  miles,  but  apply  the  prin- 
ciple of  the  second  paragraph  of  Rule  94. 

Diagram  1,  Plate  4. 

ORDER  i 
First  3  meet  No.  4  at  B. 

Note:  No.  3  superior  by  direction.  No  means  of  com- 
municating with  Dispatcher  from  B. 

First  3  arrives  at  B,  its  meeting  point,  and  is  waiting  for 
No.  4.  While  so  doing,  Second  3  arrives.  When  a  section 
is  restricted  all  sections  following  are  equally  restricted, 
therefore,  First  and  Second  3  must  remain  at  B  for  No.  4. 
The  best  evidence  is  that  when  No.  4  receives  the  order 
to  meet  First  3  at  B  it  is  going  to  move  not  only  against 
the  first  but  all  the  following  sections  of  the  same  sched- 
ule. The  second  section  of  No.  3  in  this  case  does  not 
hold  authority  which  permits  it  to  proceed,  as  the  sec- 
ond section's  authority  depends  on  the  movement  of  the 
first,  therefore  First  3  could  not  precede  it  against  No.  4. 


Page  57 


Diagram  2,  Plate  4. 

ORDER  2. 
No.  9  meet  Second  4  at  F. 

Note:    No.  9  superior  by  direction. 

No  means  of  communicating  with  Dispatcher  from  F  or  E. 

First  4  with  no  orders  against  No.  9  proceeds  and  is 
unable  to  go  further  than  E  against  No.  9's  schedule. 
While  waiting  at  E  for  No.  9  it  is  overtaken  by  Second  4 
holding  an  order  to  meet  No.  9  at  F.  Second  4  can  not 
move  out  of  E  until  First  4  goes,  and  First  4  can  not 
move  until  No.  9  arrives,  and  No.  9  can  not  leave  F  until 
Second  4  arrives.  The  meet  at  F  (order  No.  2)  is  in  effect 
until  fulfilled,  superseded  or  annulled.  First  4  consults 
with  Second  4  and  it  finds  the  second  section  has  authority 
to  proceed  against  all  opposing  trains  including  No.  9, 
therefore  First  4  precedes  Second  4  on  its  authority  to  F  to 
meet  No.  9,  notifying  No.  9  that  Second  4  is  following. 
Diagram  3,  Plate  4. 

ORDER  3 
No.  I  to  meet  Second  2  at  I. 

Note:     No.  1  superior  by  direction. 

No  means  of  communicating  with  Dispatcher  from  H. 

First  2  with  nothing  on  No.  1  proceeds  to  H  and  be- 
comes disabled.  Second  2  overtakes  First  2  at  H,  applies 
first  paragraph  of  Rule  94,  passes  it,  exchanging  all  orders; 
now  First  2  is  able  to  move  but  has  no  orders  to  move 
against  No.  1  that  is  overdue.  First  2  consults  with  Second 
2,  which  has  authority  to  proceed,  and  first  2  precedes  it 
to  I  against  No.  1  carrying  a  fiagman  from  Second  2 
authorizing  No.  1  to  proceed  to  H  against  disabled  Second 
2.  All  trains  are  moving  except  the  disabled  one. 
Diagram  4,  Plate  4. 

ORDER  4 

No.  5  meet  No.  6  at  L  and  No.  8 
at  K.    No.  7  meet  No.  8  at  L. 

Note:    Nos.  5  and  7  superior  by  direction. 

No  means  of  communicating  with  Dispatcher  from  K  or  L. 

No.  6  proceeds  to  K  and  is  delayed  until  unable  to 
make  L  for  No.  7.  No.  8  overtakes  No.  6  at  K  and  as 
No.  5  has  not  arrived  and  No.  6  can  not  proceed  against 
No.  7  to  release  No.  5,  both  Nos.  6  and  8  are  tied  up  at  K 
and  Nos.  5  and  7  are  tied  up  at  L.  No.  6  can  not  pre- 

Page  58 


cede  No.  8  as  No.  8  has  no  authority  to  move  against  No. 
5.  No.  5  can  not  precede  No.  7  as  No.  7  has  no  authority 
to  move  against  No.  8.  All  four  trains  would  be  tied  up 
because  the  conditions  by  which  a  train  could  move  under 
the  principle  of  second  paragraph  of  Rule  94  do  not  exist, 
i.  e.,  neither  train  has  authority  to  move  against  all  op- 
posing trains. 

When  a  train  is  overtaken  by  an  inferior  train,  or 
train  of  the  same  class  having  right  or  schedule  which 
permits  it  to  proceed  from  such  point  against  all  opposing 
trains,  and  if  train  that  is  overtaken  precedes  the  follow- 
ing train  it  should  not  pass  any  station  ahead  of  the  sched- 
ule time  or  ahead  of  the  time  of  any  time  order  that  might 
be  held  by  the  train  preceded.  If  train  preceded  is  re- 
stricted by  a  meet  or  right  order  held  by  an  opposing 
train  at  a  point  beyond  the  station  where  leading  train 
is  overtaken  and  the  next  point  of  communication,  such 
restriction  must  be  respected. 

That  portion  of  Rule  94  reading  "having  right  or  sched- 
ule which  permits  it  to  proceed"  prevents  its  application 
unless  the  train  that  overtakes  the  other  has  authority  to 
proceed  from  point  where  overtaken  against  all  opposing 
trains. 

If  a  train  is  preceding  another,  the  train  preceded  must 
not  sign  a  31  form  order  if  such  order  restricts  its  move- 
ment or  accept  from  any  source  a  restricting  order  effect- 
ing it  within  the  limits  in  which  the  preceding  train  is  using 
its  authority  as  the  preceding  train  is  using  all  the  authority 
held  by  the  following  train. 

SECTIONS  OF  SCHEDULES. 

(Rule  95). 

Two  or  more  sections  may  be  run  on  the  same  sched- 
ule. Each  section  has  equal  time-table  authority.  A  train 
must  not  display  signals  for  a  following  section  without 
orders  from  .  (Generally  the  Superintendent.) 

While  running  under  time-table  authority  all  sections 
are  equal  but  this  should  not  be  confused  with  sections 
running  under  t^ain  order  authority,  where  sections  are 
not  always  equal.  All  sections  except  the  last  must  dis- 
play signals. 

Page  59 


If  a  following  section  should  pass  the  leading  section 
without  knowing  it  has  done  so,  and,  for  example,  the 
second  section  is  running  ahead  of  the  first  section  or  the 
fourth  ahead  of  the  third,  the  section  that  passed  the  other 
is  responsible  except  where  the  leading  section  is  into 
clear  on  some  track  out  of  view  of  the  following  section, 
in  which  case  the  leading  section  is  at  fault  for  not  leav- 
ing a  flagman  to  prevent  the  following  section  from  pass- 
ing it.  The  result  of  a  following  section  passing  and  run- 
ning ahead  of  the  leading  section  without  any  knowledge 
of  it  or  any  order  authorizing  it  is  most  likely  to  result 
seriously. 

Should  a  following  section  find  that  the  leading  section 
has  registered  out  of  a  registering  station  it  is  not  positive 
evidence  that  it  has  left  the  yard  and  the  responsibility 
still  rests  with  the  following  section  should  it  leave  ahead 
of  them.  The  leading  section  after  registering  out  should, 
if  it  does  not  get  out  within  a  few  minutes,  change  its 
leaving  time  on  the  register  and  also  see  that  the  follow- 
ing section  does  not  leave  ahead  of  it.  At  any  station 
the  leading  section  should,  when  clear  of  the  main  track, 
keep  a  sharp  lookout  for  the  following  section  and  prevent 
it  passing.  However,  this  is  only  an  extra  precaution 
and  does  not  relieve  the  following  section  of  any  respon- 
sibility. The  leading  section  is  not  required  to  give  the 
whistle  signal  (Rule  14-k)  one  long  and  two  short,  to 
a  following  section. 


PLATE  5. 
A.               B 

DIAGRAM-  1  . 

c.           o. 

NO  OPERATOR 
NO  SWITCH  TENDER 
p      MfLAGMAM  TOLtAVE 

STOTION. 

7".O.O«.        SWITCH 
NO  ffEG/STER.     TENDER 

NO  T.O.ors. 

NO  SWITCH  T£NDIR 

OfAGHAM-Z 


J.  K, 

T..Q.QrS.        REGISTER 
/VO  fffG/STCR.  ST/tT/ON. 

4 WEST. 


Page  60 


TAKING  DOWN  SIGNALS. 

(Rule  96). 

This  is  one  of  the  most  important  Rules.  It  seldom 
becomes  necessary  to  apply  it  and  for  that  reason  its  im- 
portance is  sometimes  overlooked.  It  applies  to  single 
track  only,  as  it  is  only  necessary  to  notify  opposing  trains. 
The  general  impression  is  that  the  Dispatcher  should  first 
be  notified,  but  this  is  only  necessary  in  the  regular  man- 
ner of  reporting  trains  as  he  issued  the  order  requiring 
the  signals  to  be  taken  down.  The  idea  many  have  that 
the  Dispatcher  will  take  care  of  such  a  move  is  wrong,  as 
it  requires  some  one  at  the  point  where  signals  are  taken 
down  to  properly  protect  opposing  trains  until  the  follow- 
ing section  arrives,  and  that  responsibility  can  not  be  dele- 
gated to  the  Dispatcher.  However,  the  Dispatcher  should 
see  that  proper  protection  is  made  when  it  is  possible,  con- 
ferring with  the  operator  to  see  if  he  thoroughly  under- 
stands his  duty  in  this  respect,  but  this  does  not  relieve 
the  operator  of  the  responsibility. 

That  portion  of  the  rule  reading  "if  there  be  no  other 
provision"  refers  to  a  register,  as  at  Station  B,  Diagram 
1,  Plate  5. 

If  a  section  of  No.  1  scheduled  F  to  A  displays  green 
signals  to  register  station  B  and  takes  them  down,  and 
leaves  with  no  signals,  the  conductor  should  register  in 
with  green  signals  on  one  line  showing  his  arriving  time, 
and  register  out  with  no  signals  on  another  line  showing 
time  of  leaving,  unless  register  provides  two  columns — 
one  for  signals  arriving  and  one  for  signals  leaving.  It 
is  not  then  necessary  to  arrange  with  the  operator  at  B  to 
protect  opposing  trains,  except  where  there  is  a  rule  per- 
mitting some  opposing  train  of  the  same  class  or  opposing 
inferior  train,  to  pass  such  register  without  registering  in 
person  or  checking,  leaving  a  register  ticket  with  the  opera- 
tor who  registers  for  them. 

The  importance  of  a  register  is  the  checking  of  it. 

If  a  train  takes  down  signals  at  Station  C  (Diagram  1) 
an  open  train  order  office  but  no  register,  and  proceeds 
before  the  following  section  arrives,  the  conductor  must 
arrange  with  the  operator  in  writing  to  notify  all  opposing 

Page  61 


trains  until  the  following  section  arrives.  If  the  following 
section  displays  signals  to  the  same  station  they  should 
do  likewise,  and  so  on  until  the  last  section  has  arrived. 
Should  the  schedule  for  which  signals  were  taken  down 
become  more  than  12  hours  late  at  that  station,  or  the 
operator  receives  the  annulment  of  the  following  section 
into  station  C,  it  is  not  then  necessary  to  notify  opposing 
trains  as  no  more  sections  may  run  into  that  station. 

If  there  is  no  register  or  operator,  as  at  Station  D,  but 
there  is  a  switch-tender,  then  the  same  arrangement  should 
be  made  in  the  same  manner  with  the  switch-tender,  pro- 
vided, of  course,  he  is  a  responsible  person  and  thoroughly 
understands  what  he  is  required  to  do.  If  any  doubt  exists 
a  flagman  should  be  left  to  notify  opposing  trains. 

If  there  is  no  register,  no  operator,  nor  switch-tender 
as  would  be  the  case  at  Station  E  then  a  flagman  must 
be  left  with  the  same  written  instructions  to  notify  all 
opposing  trains  until  the  following  section  arrives. 

After  opposing  trains  have  been  notified  they  may  then 
proceed  provided  they  have  the  necessary  authority  against 
the  following  section.  Such  authority  may  have  been  re- 
ceived at  some  previous  station. 

In  case  of  a  light  engine  running  as  a  section  displaying 
signals  and  there  is  no  register,  no  operator,  no  switch- 
tender,  nor  flagman  to  leave  as  at  Station  F  (Diagram  1) 
it  should  remain  there  until  the  following  section  arrives 
and  then  proceed  unless  instructions  are  received  from  the 
Dispatcher  to  do  otherwise. 

In  case  it  should  become  necessary  to  place  signals  on 
No.  2  (running  from  A  to  F,  Diagram  1)  at  Station  C 
for  a  train  that  is  to  be  moved  out  of  A  as  an  extra  to 
C  and  then  as  Second  2  from  C,  and  No.  2  passed  an  in- 
ferior train  at  B  while  it  had  no  signals,  it  would  then 
be  the  Dispatcher's  duty  to  protect  such  inferior  train  from 
leaving  C  between  the  sections  without  orders. 

Under  Diagram  2,  if  No.  2  displays  signals  from  G  to 
J  and  an  opposing  inferior  train  is  authorized  by  rule  to 
register  by  ticket  at  I  (the  end  of  double  track)  after 
having  checked  the  register  at  K  and  making  a  personal 
check,  if  necessary,  between  K  and  the  end  of  double  track 

Page  62 


at  I  against  those  not  on  the  register  at  K,  it  would  be 
the  Dispatcher's  duty  to  protect  such  opposing  train  against 
the  following  sections  of  No.  2  by  train  order,  as  Station 
J  where  signals  are  taken  down  is  on  double  track  and 
Rule  96  does  not  apply  to  the  operator  at  that  station,  and 
he  can  not  be  held  responsible. 

This  condition  exists  in  some  places  but  it  should  be 
eliminated. 

When  signals  are  taken  down  at  a  point  where  there  is 
no  register,  but  there  is  an  operator  or  switch-tender  or 
if  neither  operator  nor  switch-tender,  a  brakeman  is  left 
in  addition  to  notice  being  given  at  such  point,  the  con- 
ductor must  also  give  notice  to  opposing  inferior  trains 
and  trains  of  the  same  class  met  until  the  train  has  ar- 
rived and  registered  at  the  next  register  station.  This  is 
required  of  conductor  as  an  extra  precaution.  It  is  also 
necessary  that  provision  be  made  on  all  registers  for  the 
registration  of  signals  displayed  to  any  station  between 
registers. .  It  is  as  important  to  check  the  column  of  reg- 
ister provided  for  this  information  as  it  is  to  check  the 
column  provided  for  signals  displayed  to  the  register  sta- 
tion. When  signals  are  taken  down  between  register  sta- 
tions and  same  designated  on  the  next  register,  the  opera- 
tor at  that  register  station  should  notify  any  opposing  train 
leaving  such  station,  that  is  by  rule  authorized  to  register 
by  ticket,  that  signals  were  taken  down  by  the  superior 
train  at  the  intermediate  station. 

In  applying  Rule  96  at  the  end  of  double  track  as  at 
Station  I  (Diagram  2)  a  train  moving  from  single  to 
double  track  should  be  considered  as  a  train  of  the  single 
track,  and  the  rule  applied  to  opposing  trains  moving  from 
double  to  single  track  the  same  as  if  it  was  single  track 
both  ways  from  Station  I. 

WORK  EXTRAS  WITH  AND  AGAINST  CURRENT  OF 
TRAFFIC.    EXTRA'S  RUNNING  ORDERS. 

(Rules  97   and   D-97). 

Extra  trains  must  not  be  run  without  orders  from 
the  .  (Generally  the  Superintendent.) 

On  double  track  extras  are  often  permitted  to  run  with- 
out running  orders  by  special  rule  upon  receipt  of  a  clear- 

6  Page  63 


arice  card  or  order  from  the  Yardmaster  or  other  employe 
to  whom  such  authority  is  given. 

"Work  extras  must  move  with  the  current  of  traffic 
unless  otherwise  directed". 

Note:    See  Work  Extra  D-Forin  H,  page  143. 

APPROACHING  END  OF  DOUBLE  TKACK,  JUNCTION, 
RAILWAY  CROSSING  OR  DRAWBRIDGE. 

(Rule  98). 

Trains  must  approach  the  end  of  double  track,  junc- 
tions, railroad  crossings  at  grade,  and  drawbridges  with 
caution.  Where  required  by  rule  or  law,  trains  must  stop. 

The  object  of  this  rule  is  to  prevent  any  possible  chance 
of  a  collision  with  or  side-swiping  of  trains  on  other  tracks 
or  trains  on  a  foreign  road  or  running  into  open  draws. 
As  different  laws  exist  in  different  States  it  is  necessary 
that  employes  should  make  themselves  familiar  with  laws 
regarding  the  passage  of  trains  of  one  road  over  grade 
crossings  of  another.  "Trains  using  a  siding  must  pro- 
ceed with  caution,  expecting  to  find  it  occupied  by  other 
trains." 

PROTECTING  REAR  OF  TRAIN. 

(Rules  99  and  100). 

V/hen  a  train  stops  under  circumstances  in  which  it 
may  be  overtaken  flagman  must  go  back  immediately  with 
flagman's  signals  a  sufficient  distance  to  insure  full  pro- 
tection, placing  two  torpedoes  and  when  necessary,  in 
addition,  displaying  lighted  fusees. 

If  there  is  a  clear  view  of  track  for  several  miles  to 
the  rear  the  flagman  should  station  himself  at  rear  of 
train  ready  to  proceed  in  ample  time  to  place  his  tor- 
pedoes a  sufficient  distance  to  insure  full  protection.  The 
placing  of  torpedoes  is  a  very  important  factor  in  flagging. 
They  are  a  protection  should  flagman  fail  for  any  reason 
to  perform  his  duty,  after  going  out  the  necessary  dis- 
tance. They  will  attract  attention  of  enginemen.  Tor- 
pedoes should  always  be  placed  though  the  flagman  remains 
only  a  moment. 

When  whistled  out  flagman  must  go  immediately 
whether  he  considers  it  necessary  or  not.  If,  after  getting 
out  a  distance  short  of  what  would  be  considered  full  pro- 

Page  64 


tection,  he  is  recalled,  he  should  continue  to  go  back  if  he 
sees  or  hears  a  train  coming,  or  conditions  are  unusually 
bad.  If  not,  he  should  place  two  torpedoes  and,  if  neces- 
sary, at  night  a  lighted  red  fusee  before  returning. 

When  a  flagman  reaches  a  point  which  is  necessary  to 
insure  full  protection  he  should  immediately  place  two 
torpedoes  on  the  rail  and  remain  until  recalled.  When 
recalled  he  should,  if  necessary,  at  night  or  during  stormy 
weather,  leave  a  lighted  red  fusee  to  protect  his  train  until 
he  reaches  it  and  it  gets  under  headway.  If  in  snow  storm 
and  he  is  making  slow  progress  he  should  leave  another 
lighted  red  fusee  after  getting  part  way  in.  Flagman 
should  always  keep  in  mind  the  most  dangerous  time  is 
when  returning.  When  there  is  any  doubt  that  train  needs 
protection  he  should  not  hesitate  but  go  back  immediately 
and  without  being  told. 

Flagman  should  always  be  dressed  to  suit  the  weather 
conditions  and  have  with  him  the  necessary  flagging  equip- 
ment. He  should  not  under  any  circumstances  depend  on 
the  block  system  to  protect  his  train.  He  should  never 
have  any  previous  understanding  with  a  following  train 
that  his  train  is  going  to  head  in  at  a  certain  station  and 
for  the  following  train  to  look  out  for  it  heading  in, 
but  must  drop  off  and  go  back  a  sufficient  distance  to  stop 
the  following  train. 

The  flagging  rule  of  the  many  Railroads  varies  consid- 
erably. The  Standard  Rules  permit  each  Railroad  to  desig- 
nate positive  action  on  part  of  flagman  as  to  distance  and 
placing  of  torpedoes  and  fusees.  Flagman  should  be  par- 
ticular to  follow  such  instructions  and,  if  weather  condi- 
tions require  it,  go  farther  than  distance  designated  and 
place  additional  torpedoes. 

Engineman  should  always  keep  in  mind  when  he  stops 
for  a  reason  his  own  that  trainman  may  take  advantage 
of  the  stop  to  repair  some  defect  they  may  find,  or  put 
in  a  brass,  and  not  call  in  the  flagman  until  so  instructed 
by  conductor. 

Whistling  out  a  flagman  should  not  become  a  habit. 
The  reason  for  such  a  signal  is  in  case  engineman  fore- 
sees a  delay  that  can  not  be  foreseen  by  flagman. 

Page  65 


During  blizzards  and  heavy  snow  storms  trains  moving 
in  same  direction  (especially  passenger  trains)  when 
track  is  not  protected  by  automatic  or  other  form  of  block 
signals  should  be  manually  blocked  a  station  apart.  How- 
ever, trainmen  must  not  expect  this  to  be  done. 

In  the  protection  of  the  rear  of  train  trailing  smoke 
and  sand  storms  should  always  be  considered.  When  a 
train  has  dead  time  at  a  station  the  rear  should  be  pro- 
tected the  same  as  at  other  stations.  The  two  exceptions 
to  Rule  99  are  the  temporary  suspension  of  it  by  train 
order  and  the  exception  in  Rule  93. 

Flagman  should  always  take  into  consideration  the 
distance  an  engineman  on  a  following  train  can  see  him. 
If  only  a  short  distance  flagman  should  go  out  further. 
When  flagged  and  engineman  gives  two  short  sounds 
of  the  whistle,  flagman  should  continue  to  signal  engine- 
man  until  he  knows  that  his  signal  has  been  acknowledged. 
The  two  short  sounds  of  the  whistle  may  have  been  an 
answer  to  some  other  signal. 

In  placing  torpedoes  in  stormy  weather,  on  roads  where 
one  torpedo  is  a  signal  to  stop,  as  an  extra  precaution 
they  should  be  duplicated  on  opposite  rail,  if  conditions 
warrant. 

When  flagged  engineman  should  not  proceed  until  the 
cause  for  flagging  is  satisfactorily  explained.  When  neces- 
sary to  protect  the  front  of  train,  if  one  of  the  brakemen 
or  conductor  is  not  available,  the  fireman  should  perform 
the  duty. 

When  speed  is  materially  reduced  and  view  is  obscure, 
either  day  or  night,  lighted  fusees  should  be  thrown  off, 
preferably  yellow,  but  red  if  conditions  are  unusually  bad. 

When  weather  or  other  conditions  are  such  that  day 
signals  can  not  be  plainly  seen,  night  signals  should  also 
be  used.  Flagman  should  have  in  his  possession  by  day 
a  red  flag  and  torpedoes,  and  by  night  a  red  light,  a  white 
light,  torpedoes  and  fusees.  When  near  the  end  of  the 
day  and  there  is  a  possibility  of  having  to  remain  out  until 
night,  flagman  should  have  full  night  flagging  equipment. 

When  weather  conditions  are  such  that  one  man  can 
remain  out  only  a  limited  time,  conductor  should  arrange 

Page  66 


to  relieve  flagman  at  intervals.  Always  keep  in  mind  that 
once  out  flagman  must  not  come  in  until  recalled  or 
relieved. 

Before  pulling  out  of  a  siding  or  a  junction  on  to  a 
main  route  a  flagman  should  first  protect  against  following 
trains  when  conditions  require  it  before  such  track  is 
fouled. 

There  should  be  a  flagman  stationed  on  the  rear  of 
every  train ;  if  not  on  rear  end  of  rear  car  he  should  take 
position  as  near  thereto  as  possible.  Avoid  stopping  in 
obscure  places  and  on  descending  grades  or  in  or  near 
tunnels,  if  possible. 

When  a  stop  of  short  duration  is  to  be  made  with 
badly  obscured  view  to  rear,  a  fusee  should  be  thrown  off 
at  a  reasonable  distance  to  rear  of  expected  stop. 

Never  assume  there  is  not  a  train  following  because 
you  have  not  passed  a  train  on  the  road.  A  train  could 
leave  some  time  after  you,  or  an  engine  from  a  train  in 
opposite  direction  could  be  started  behind  you  and  over- 
take you  if  running  at  a  higher  speed. 

When  a  flagman  receives  instructions  to  hold,  for 
example,  all  except  first  class  trains  he  should  understand 
that  the  equipment  or  general  make-up  of  a  train  is  not 
positive  identification.  The  only  sure  way  is  to  stop  all 
trains  in  the  particular  direction  and  make  a  positive  iden- 
tification. Passenger  equipment  may  be  run  on  a  freight 
schedule,  and  vice  versa.  Leaving  a  flagman  to  notify  a 
following  superior  train  that  your  train  is  running  ahead 
of  them  is  only  a  notice  of  your  movement  on  their  time. 

PROTECTING  AGAINST  OBSTRUCTIONS. 

(Rule  101). 

"Trains  must  be  fully  protected  against  any  known 
condition  which  interferes  with  their  safe  passage  at  nor- 
mal speed.  When  conditions  are  found  which  may  inter- 
fere with  the  safe  passage  of  trains  at  normal  speed  and 
no  protection  has  been  provided,  such  action  must  be 
taken  as  will  insure  safety." 

If  any  doubt  exists  as  to  the  safe  condition  of  track, 
especially  during  storms  or  threatening  conditions  which 
may  interfere  with  safe  passage  of  trains,  train  and  engine- 
men  should  not  hesitate  to  send  a  flagman  ahead. 

Page  67 


When  track  conditions  are  found  to  be  unsafe  for  nor- 
mal speed,  and  no  protection  has  been  provided,  flagman 
should  be  left  to  notify  following  trains  until  notice  can  be 
given  by  train  order  and  the  necessary  signals  displayed. 
The  train  finding  such  conditions  should  notify  opposing 
trains  met  and  provide  for  notice  at  junction  points  for 
trains  coming  from  a  diverging  route  until  assured  that 
necessary  instructions  have  been  issued. 

When  a  caution  signal  is  displayed  it  should  be  placed 
to  the  right  of  track  for  the  trains  effected  and  a  suf-i 
ficient  distance  from  the  defect  to  permit  engineman  to 
bring  train  under  control  before  reaching  it.  A  proceed 
signal  should  be  displayed  to  indicate  the  point  at  which 
speed  may  be  resumed.  Care  should  be  taken  not  to 
lap  caution  signals  where  two  places  requiring  reduced 
speed  are  in  close  proximity,  but  place  one  set  of  signals 
to  cover  both  places.  However,  train  and  engine  men 
should  keep  in  mind  that  a  caution  signal  protects  until 
a  proceed  signal  is  reached  and  should  two  caution  signals 
be  displayed  the  second  one  governs  to  the  second  proceed 
signal.  Signals  should  be  reversed  on  opposite  side  of  single 
track  for  trains  moving  in  opposite  direction.  On  two  or 
more  tracks  it  depends  entirely  on  the  position  of  the  re- 
spective tracks  and  whether  trains  keep  to  the  right  or  left. 

RUNNING  UNDER  FLAG  PROTECTION. 

(Not  Standard). 

Written  instructions  to  flagmen  should  be  issued  to 
avoid  a  misunderstanding,  as  the  safety  of  a  flag  movement 
depends  on  the  flagman's  instructions  being  literally  obeyed. 

A  flag  is  the  highest  known  law  on  a  railroad  in  the 
operation  of  trains.  It  is  a  higher  authority  than  a  rule 
or  train  order.  There  is  but  one  thing  that  equals  it,  and 
that  is  another  flag  in  the  opposite  direction. 

A  train  may  move  under  flag  from  a  train  order  office 
when  the  conditions  warrant  such  movement.  However, 
when  it  is  possible,  the  Dispatcher  should  be  first  con- 
sulted. If  conditions  warrant  and  the  time  required  to 
confer  with  the  Dispatcher  would  cause  an  unusual  de- 
lay or  a  blockade,  a  train  may  proceed  following  a  flag- 
man placed  on  a  preceding  train  to  a  station  where  there 

Page  68 


G. 


O/AG/?AM-3. 

L  M.  N. 


5. 


0/AG/?/VM-S. 


/V«.2  J/W/f  r  /V».  2  4  /JT  W. 


<*v^^^^^* 


is  ample  room  to  accommodate  such  train  or  to  make  a 
movement  against  an  opposing  train  to  facilitate  train 
movement. 

A  train  may  move  under  flag  from  a  meeting  point  or 
ahead  of  a  superior  train  if  conditions  warrant.  When 
such  move  is  made  the  train  against  whom  the  movement 
is  made  must  be  notified  even  though  the  train  making 
such  movement  arrives  first  at  the  station  to  which  it 
was  flagging  and  is  clear  of  the  main  track.  This,  to 
avoid  a  possible  delay  to  the  train  flagged  against  on  reach- 
ing the  meeting  point,  and  under  some  conditions  which 
will  be  considered  later,  to  prevent  a  collision. 

A  movement  against  an  opposing  train  under  authority 
of  a  following  train  should  not  be  called  flagging.  If  a 
train  flags  against  an  opposing  train  there  must  be ,  a 
flagman  preceding  them,  not  behind  them. 

Fa&e  69 


The  flagman  should  ride  on  the  engine  and  notify  both 
the  conductor  and  enginemen  of  the  train  carrying  him  of 
the  flag  movement.  The  engineman  of  the  train  carrying 
the  flagman  should  stop  foul  of  the  switch  at  which  the 
train  that  is  to  be  held  might  enter  the  main  track  arid  see 
that  the  flagman  reaches  a  point  or  place  where  he  can  in- 
form the  train  to  be  held  of  his  instructions. 

When  flagging  against  an  opposing  extra  under  these 
conditions,  neither  the  flagman  nor  the  engineman  of  the 
train  carrying  him  should  assume  the  extra  to  be  held  is 
not  at  the  station  because  the  extra  at  that  station  has  not 
the  designated  engine  on  the  head  end.  The  train  engine 
may  not  always  be  the  leading  engine  of  the  train  or  there 
may  have  been  a  change  of  engines  under  Rule  94. 

Under  Diagram  1  Plate  6,  should  a  westward  train  at 
D  or  between  D  and  C  find  it  necessary  to  cut  off  its  en- 
gine and  run  to  B  for  water,  leaving  a  flagman  to  hold 
all  westward  trains  or  particular  westward  trains  as  agreed 
upon,  another  flagman  should  be  left  at  Junction  C  to  pro- 
tect movement  of  engine  eastward  after  taking  water  at 
B  against  any  train  moving  west  from  the  branch  line. 
Movement  against  any  train  that  is  passed  en  route  to  B 
must  be  provided  for  before  return  movement  is  made. 
The  necessary  signals  should  be  placed  and  a  flagman 
placed  in  advance  of  rear  portion  of  train  to  prevent  en- 
gine returning  to  train  from  striking  it,  and  to  protect 
against  an  opposing  train,  if  necessary. 

Under  Diagram  2,  should  a  westward  train  have  to 
double  from  "I"  to  "H"  and  after  reaching  "H"  finds  it 
necessary  to  run  to  "F"  for  water,  having  left  a  flagman 
at  '"I"  to  hold  specified  westward  trains  until  their  engine 
returns,  those  in  charge  of  engine  must  notify  all  trains 
which  they  meet  or  pass  on  their  way  to  "F." 

The  engine  that  cuts  and  runs  for  water  should  notify 
all  engines  and  trains  it  meets  or  passes,  because  any  one 
of  these  engines  may  be  returned  from  any  station  between 
"F"  and  the  flagman  at  "I",  to  a  point  west  of  "F",  if  ow- 
ing to  an  engine  failure  of  a  more  important  train  it  be- 
comes necessary  to  use  any  one  of  the  engines. 

There  are  times  when  communication  may  be  had  by 

Page  70 


telephone  or  the  helper  of  an  eastward  train,  if  one,  may 
hold  return  orders  at  the  time  the  engine  running  for 
water  meets  the  train  they  are  assisting. 

Long  runs  for  water  with  provision  made  to  return 
under  flag  should  be  discouraged.  It  is  not  good  prac- 
tice to  pass  train  order  offices  without  obtaining  the  neces- 
sary orders  or  instructions  and  if  no  such  offices  exist 
great  care  should  be  taken. 

Under  Diagram  3,  Plate  6  (double  track)  if  the  engine 
of  the  westward  train  is  cut  off  and  runs  for  water  from 
O  to  K  leaving  a  flagman  at  O  to  protect  the  return  of 
engine  against  the  current  of  traffic,  it  must  always  be 
borne  in  mind  that  any  eastward  train  may  hold  authority 
to  return  on  the  westward  track  from  any  crossover  be- 
tween K  and  O.  It,  therefore,  becomes  necessary  to  pro- 
tect all  the  crossovers  to  prevent  such  a  move  between  the 
engine  and  its  flagman  at  O. 

The  proper  move  is  to  obtain  orders  (unless  author- 
ized to  run  without  orders)  to  return  on  the  eastward 
track  from  K  to  O  or  to  nearest  crossover  to  the  train 
and  then  cross  over  and  return  to  train  under  protection 
of  the  flag. 

Under  Diagram  4,  Plate  6,  No.  27  finds  it  necessary 
to  double  from  V  to  R  and  can  make  R  with  head  end 
for  No.  2.  They  place  rear  of  train  on  siding  at  V  and 
clear  No.  2  at  R.  No.  2  meets  No.  3  at  S.  After  No.  3 
passes  R,  No.  27's  engine  returns  from  R  to  V  for  rear 
end  under  protection  of  the  flagman  at  V  against  all 
except  first  class  trains. 

Under  Diagram  5,  Plate  6,  No.  25  holds  Order  46  to 
meet  No.  24  at  W.  No.  25  finds  it  necessary  to  double 
from  Y  to  W.  No.  25  should  place  rear  of  train  on 
siding  at  Y  and  take  front  portion  to  W  and  set  it  out. 
If  W  is  not  a  train  order  office  and  No.  24  is  there  or  in 
sight,  No.  25's  engine  should  precede  No.  24,  flagging  it 
to  Y  to  avoid  delay  to  No.  24.  If  a  train  order  office,  No. 
25's  engine  should  not  leave  W  until  it  ascertains  from 
Dispatcher  the  time  No.  24  should  reach  W  with  the 
object  of  waiting  to  flag  No.  24  W  to  Y.  No.  24  may  be 
permitted  to  move  ahead  of  No.  25's  engine  from  W  to  Y 

Page  71 


if   the   track   is   clear   and   conditions   are   explained   and 
understood. 

When  a  flagman  is  sent  ahead  on  a  preceding  train  to 
hold  an  opposing  train  written  instructions  should  be  fur- 
nished him  and  those  instructions  shown  to  train  that  is 
to  be  held.  Flagman  in  such  cases  should  be  particular 
to  know  that  the  train  he  is  flagging  against  is  not  on  some 
obscure  spur  or  other  track. 

TAKE  SIDING. 

There  is  no  authorized  form  in  the  Standard  rules  for 
"take  siding"  or  "hold  main  track". 

If  inferior  train  is  instructed  to  hold  main  track  it  is 
equivalent  to  instructing  the  superior  train  to  take  siding. 

"Take  siding"  may  be  placed  in  an  order  in  several  ways. 
There  is  but  one  safe  and  proper  construction  to  place 
on  it,  and  that  is,  no  matter  how  "take  siding"  is  inserted 
in  an  order  it  applies  only  to  the  train  at  the  station  men- 
tioned and  to  the  order  in  which  it  appears. 

The  "take  siding"  portion  of  an  order  is  a  condition 
belonging  to  the  meet.  The  train  is  not  only  instructed 
to  meet  the  opposing  train,  but  in  meeting  it  it  is  instructed 
to  take  the  siding.  The  reasons  therefor  are  many,  i.  e. : 
(1)  To  facilitate  the  movement  of  a  train  by  having 
superior  train  clear  of  main  track  to  avoid  stopping  a 
more  important  one. 

(2)  To  keep  an  inferior  train  ahead  of  a  following 
superior  train  when  an  opposing  train  that  is  to  be  met 
can  not  go  beyond  the  meeting  point   for  the   following 
superior  train. 

(3)  To  give  a  train  descending  heavy  grades  the  main 
track  to  avoid  possibility  of  running  by  the  switch  where 
it  would  be  unable  to  back  up. 

(4)  To  allow  a  train  long  on  the  road  to  make  its 
terminal  within  the  limit  of  the  Law. 

(5)  To  allow  all  trains  in  one  direction  to  hold  the 
main  track  for  all  in  the  opposing  direction. 

"When  a  train  is  directed  by  train  order  to  take  siding 
for  another  train,  such  direction  applies  only  at  the  point 
named  in  the  order." 

(See  rule  under  Example  P). 

Puge  72 


Note:  Under  the  following  examples  westward  trains  are 
superior  by  direction  and  are  designated  by  odd  numbers  and 
move  from  *&***••£&£•»'' H  to  AM 

EXAMPLE  "A" 
ORDER  No.  i: 

No.  T  take  siding  and  meet  No.  2  at  B. 
ORDER  No.  2: 

No.  i  meet  No.  2  at  C  instead  of  B. 
Under  Orders  1  and  2,  No.  2  takes  the  siding  at  C  as 
the  meet  at  B  has  been  superseded. 
EXAMPLE  "B" 

No.  i  take  siding  meet  No.  2  at  D,  No.  4  at  C  and  No. 
6  at  B. 

No.  1  should  take  siding  at  D,  C  and  B. 

EXAMPLE  "C" 

No.  i  meet  No.  2  at  G,  No.  4  at  F  and  No.  6  at  E  and 
take  siding. 

No.  1  should  take  siding  at  G,  F  and  E. 

EXAMPLE  "D" 

No.  i  meet  No.  2  at  D,  No.  4  at  C  and  No.  6  at  B,  No.  i 
take  siding  at  D. 

No.  1  should  take  siding  at  D  only. 

EXAMPLE  "E" 

Eng  25  run  extra  H  to  A,  meet  Extra  26  East  at  E, 
Extra  28  East  at  D  and  Extra  30  East  at  B.  Extra  25 
West  take  siding  at  meeting  points  (or  all  meeting  points). 
Under  Example  "E"  Extra  25  West  should  take  siding 
at  all  meeting  points  designated  in  the  order.  Should  an- 
other order  be  issued  making  a  meet  between  Extra  25 
West  and  Extra  30  East  at  C  instead  of  "B,  Extra  30  East 
should  take  the  siding  at  C  under  second  paragraph  of 
Rule  88,  if  Eastward  is  the  inferior  time-table  direction. 

EXAMPLE  "F" 

No.  i  meet  No.  2  at  C  instead  of  D,  No.  2  receives  this 
order  at  C. 

Under  Example  F  No.  1  should  take  the  siding  at  C  as 
the  order  informs  No.  1  (the  superior  train  by  direction) 
that  No.  2  will  not  know  of  the  change  until  it  receives 
the  order  at  C  and  it  is  then  on  the  main  track. 

Page  73 


PA1T.E7;  —WEST 


EAST — » 

ODD  Vd$  SUPERIOR  *..l!T                                           -  A/« /  Me t r  No. 2  a 7  0. - 

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EXAMPLE  "G" 
ORDER  No.  i: 

No.  i  meet  No.  2  at  B,  No.  4  at  D  and  No.  6  at  E.    No. 

i  take  siding  at  D. 
ORDER  No.  2: 

No.  i  meet  No.  4  at  C  instead  of  D  and  No.  6  at  D 

instead  of  E. 

Page  74 


Under  1  and  2,  Example  G,  No.  1  is  entitled  to  main 
track  at  D  as  the  take  siding  portion  of  Order  1  applies 
only  to  D  when  meeting  No.  4. 

Orders  to  "take  siding  and  wait"  should  not  be  issued 
for  the  reason  that  the  inferior  train  if  it  makes  the  wait- 
ing point  in  the  wait  order  and  is  on  the  main  track  when 
the  time  expires  and  superior  train  approaches  after  the 
wait  order  has  expired,  it  too,  considering  it  is  entitled  to 
main  track,  occupies  it.  Thus  we  have  both  trains  trying 
to  occupy  the  same  main  track.  Should  inferior  train 
make  the  point  designated  it  should  protect  after  the  time 
is  up. 

WHERE  A  TRAIN'S  AUTHORITY  CEASES  AT  A 
STATION. 

(See  Plate  7). 

DIAGRAM  1. 
No.  2  must  head  in  at  first  switch  of  siding  at  D. 

DIAGRAM  2. 

Both'  Extras  100  East  and  200  West  must  head  in  at 
D,  the  end  of  their  runs. 

DIAGRAM  3. 

No.  5  scheduled  H  to  D  must  head  in  at  D. 
No.  4  scheduled  A  to  D  must  head  in  at  Dr**<, 
No.  3  scheduled  D  to  A  must  head  out  at  west  end  of  Dr 
Under  Diagrams  2  and  3  neither  train  has  authority  to 
the  main  track  and  should  occupy  it  only  under  protection. 

DIAGRAM  4. 

Work  Extra  has  authority  only  between  the  west  switch 
at  E  and  the  east  switch  at  C.  If  it  occupies  main  track 
at  either  C  or  E  it  must  do  so  only  under  protection. 

DIAGRAM  5. 

If  two  trains  running  between  F  and  J  meet  at  H,  the 
siding  at  H  should  be  considered  the  meeting  place.  If  a 
meet  is  made  between  a  train  running  from  F  to  J  and  a 
regular  train  scheduled  from  J  through  H  to  station  K 
on  diverging  route,  the  junction  switch  should  be  consid- 
ered the  meeting  place,  unless  the  eastward  train  receives 
the  order  at  H,  then  the  siding  must  be  considered  the 
meeting  place.  If  a  meet  is  made  between  a  train  running 

Page  75 


from  J  to  F  and  a  train  running  from  K  on  diverging 
main  route  through  H  to  J,  the  siding  at  H  should  be 
considered  the  meeting  place  if  train  order  signal  is 
located  as  shown.  If  the  train  order  signal  was  located 
west  of  the  junction  switch  at  H,  the  junction  switch 
should  be  considered  the  meeting  place. 
DIAGRAM  6. 

If  two  opposing  trains  running  between  L  and  O  meet 
at  M,  the  siding  applies. 

If  a  meet  between  a  train  running  L  to  O  is  made  with 
^"\a  train  scheduled  from  N  on  the  diverging  route  to  L  on 
x'the  main  route,  the  west  junction  switch  should  be  con- 
sidered the  meeting  place. 

If  a  meet  between  a  train  running  O  to  L  is  made  with 
1    a  train  scheduled   from  N  on   diverging  route  to  O  on 
main  route,  the  east  junction  switch  should  be  considered 
the  meeting  place. 

DIAGRAM  7. 

A  train  entering  the  interlocking  plant  at  R  must  use 
track  authorized  by  the  signals  given. 

If  signals  are  taken  down  by  a  westward  train  at  P  (a 
register  station)  before  the  following  section  arrives,  the 
following  section  should  protect  itself  while  moving  from 
the  register  to  the  siding  to  clear. 
DIAGRAM  8. 

If  meeting  under  train  order  at  S  the  siding  applies 
and  not  the  end  of  double  track  unless  authorized  by 
order  or  special  rule.  Eastward  regular  trains  or  eastward 
extras  terminating  at  S  head  in  at  west  switch  of  siding, 
and  westward  trains  terminating  at  S  head  in  at  east  switch 
of  siding  unless  otherwise  directed  by  train  order  or  spe- 
cial rule.  No  doubt  the  best  results  may  be  obtained  by 
designating  the  end  of  double  track  as  the  station. 

TRAIN  PARTED. 

(Rules  102  and  D-102). 

If  train  parts  while  in  motion  trainmen  must,  if  pos- 
sible, prevent  damage  to  detached  portions,  giving  the  pre- 
scribed signals  for  train  parted.  If  head  end  can  be  kept 
moving  owing  to  insufficient  brakes  or  the  air  pump  can 
keep  the  brakes  released  on  head  end  with  rear  angle  cock 
open,  train  should  be  kept  in  motion  until  it  is  known 
that  rear  portion  has  stopped. 

Page  76 


When  returning  for  detached  portion  same  should  be 
done  under  protection  of  flag  unless  rear  portion  is  in  plain 
view  and  has  stopped.  The  rear  portion  of  train  should 
never  be  passed  by  a  following  train,  but  this  should  not 
authorize  the  front  portion  to  return  without  being  pre- 
ceded a  safe  distance  by  flagman  whether  a  superior  train 
is  due  or  not. 

With  the  present  brake  equipment  the  movement  of  the 
head  end  for  great  distances  before  discovery  that  train 
has  parted  is  rather  remote,  yet  it  is  possible  to  keep  the 
brakes  released  with  a  large  pump.  While  this  applies  to 
both  double  and  single  track,  the  following  applies  to 
double  track  only: 

"The  enginemen  and  trainmen  of  the  front  portion 
must  give  the  train-parted  signals  to  trains  running  on  the 
opposite  track.  A  train  receiving  this  signal  or  being 
otherwise  notified  that  a  train  on  the  opposite  track  has 
parted,  must  immediately  reduce  speed  and  proceed  with 
caution  until  the  separated  train  is  passed.  When  a  train 
is  disabled  so  it  may  obstruct  the  opposite  track,  trains  on 
that  track  must  be  stopped." 

On  two  or  more  tracks  trainmen  of  freight  trains 
should  watch  closely  the  side  of  their  train  next  to  other 
main  tracks  for  any  material  that  may  have  shifted  or 
fallen  off,  car  doors  or  car  roofs  blown  off,  that  will 
obstruct  another  track.  This  is  an  important  duty  and 
should  not  be  overlooked. 

Dec.  9,  1896,  the  Committee  on  Rules  of  the  American 
Railway  Association  made  the  following  rulings: 

Question  i:  "A  freight  train  pulling  out  of  a  siding 
breaks  loose  three  cars  from  the  caboose.  The  three 
cars  and  caboose  are  stopped  on  the  siding  by  flagman, 
who  is  on  the  rear  end,  before  they  run  out  of  siding. 
The  conductor,  who  is  at  the  switch,  sees  that  the  train 
is  broken  apart  and  jumps  on  the  last  car  as  it  passes  the 
switch,  leaving  flagman  on  the  detached  portion  on  the 
siding.  In  the  mean  time  a  passenger  train  running  in 
same  direction  arrives  and  flagman  stops  it  and  informs 
it  of  the  circumstances.  Has  the  front  portion  authority 
to  return  for  the  detached  portion?" 

Decision  of  Committee:  The  engine  had  absolute  right 
to  go  back  to  recover  the  detached  portion  of  train. 

Page  77 


Question  2:  "A  passenger  train  arrives  at  a  siding 
and  finds  a  caboose  with  several  cars  in  front  of  it  with 
markers  on  rear  end  of  the  caboose  and  no  train  men  at 
the  siding.  The  engineman  and  conductor  of  the  passenger 
train  take  this  portion  of  a  train  with  markers  on  the 
rear  as  notification  of  a  portion  of  a  train  of  which  the 
front  portion  might  come  back,  and  wait  at  the  siding  until 
they  got  assurance  to  the  contrary." 

Decision  of  Committee:  The  passenger  train  should 
not  have  waited. 

Note :  It  is  presumed  the  switch  was  lined  up  for  the 
main  track. 

There  would  seem  to  be  no  reasonable  excuse  in  the 
first  case  for  the  engineman  leaving  the  rear  end  as  he 
certainly  knew  the  switch  had  to  be  closed  and  a  signal 
received  after  taking  the  main  track.  The  author  believes 
the  position  of  the  switch  used  by  the  front  portion  should 
always  be  considered.  If  lined  up  for  the  siding  and  no 
trainman  at  hand  to  explain  the  conditions,  as  there  should 
be,  the  passenger  train  should  wait.  A  wreck  was  once 
caused  by  a  section  man  finding  the  switch  open  and  lining 
it  up  with  rear  end  of  train  on  the  siding.  A  following 
train  finding  rear  of  train  on  siding  and  switch  lined  up 
proceeded  and  ran  into  head  end  returning  for  detached 
portion. 

PROPER  POSITION  OF  SWITCHES. 

(Rules  104  and  105). 

Switches  must  be  left  in  proper  position  after  having 
been  used.  While  conductors  are  responsible  for  the  posi- 
tion of  switches  used  by  them  and  their  trainmen  (except 
where  switch-tenders  are  stationed)  this  does  not  relieve 
other  trainmen  of  responsibility.  Enginemen  should  see 
that  the  switches  nearest  the  engine  are  properly  set. 

Switch  should  not  be  left  open  for  a  following  train 
unless  in  charge  of  a  trainman  of  such  train.  He  should 
be  at  the  switch  to  take  personal  charge  and  arrangements 
in  advance  to  leave  switches  lined  up  at  certain  places  or 
under  certain  conditions  should  not  be  permitted  as  it  is 
a  dangerous  practice. 

Never  permit  any  person  other  than  one  of  the  train 
crew  to  open  or  close  a  switch,  unless  they  are  authorized 
to  perform  such  duty.  Conductors  should  so  arrange  their 

Page  78 


work  that  they  may  be  in  a  position  where  they  can  see 
that  switch  is  properly  set  before  leaving  it. 
*  In  answer  to  a  question  as  to  the  exact  meaning  of  the 
word  "responsible"  in  Rule  104  the  Committee  on  Rules  of 
the  A.  R.  A.,  April  8,  1890,  unanimously  agreed  that  the 
conductor  is  the  person  to  be  held  responsible  for  the 
proper  use  of  the  switches  by  himself  or  his  train- 
men, and  that  the  word  "responsible"  should  be  taken  in 
its  true  literal  dictionary  sense,  viz.,  answerable,  amenable, 
accountable. 

After  opening  a  switch  to  head  in  trainmen  shoul.d,  take 
position  on  opposite  side  of  track  from  the  switch.  In 
heading  out,  rear  trainman  should  drop  off  on  side  opposite 
the  switch,  unless  he  is  on  the  rear  of  the  last  car. 

When  clear  of  the  main  track  waiting  for  a  train, 
trainman  should  stand  on  opposite  side  of  track  from 
switch  while  train  is  passing. 

DEFECTIVE  SWITCHES. 

If  a  rigid  split  switch  is  run  through  it  is  thereafter 
unsafe  and  must  be  protected.  The  switch  must  be  spiked 
unless  section  foreman  is  on  hand  to  take  charge.  When 
switch  is  spiked  train  crew  should  notify  section  foreman 
if  possible  to  find  him;  if  not,  watch  for  him  on  the  line 
and,  if  found,  send  him  back  immediately.  Report  should 
be  made  to  Superintendent  by  wire  at  first  opportunity, 
preferably  at  station  where  switch  is  located. 

If  an  engine  or  car   is   run  partially  through  a  split 
switch,  the  entire  movement  should  be  continued  to  prevent 
derailment. 
PASSING  TRAIN  AT  STATION  ON  DOUBLE  TRACK. 

(Rule  106). 

"Trains  must  use  caution  in  passing  a  train  receiving 
or  discharging  passengers  at  a  station,  and,  except  where 
proper  safeguards  are  provided,  or  the  movement  is  other- 
wise protected,  must  not  pass  between  it  and  the  platform 
at  which  passengers  are  being  received  or  discharged." 

When  two  trains  approach  a  station  about  the  same 
time  the  least  important  one  should  hold  back  a  sufficient 
distance  to  permit  the  important  one  to  do  its  station  work 
first. 
7  Page  79 


It  is  not  good  practice  to  pass  a  train  receiving  or  dis- 
charging passengers  at  the  platform  even  though  you  can 
pass  on  the  outside  track,  as  detrained  passengers  are 
liable  to  cross  the  tracks  at  the  rear  of  their  train,  in  which 
case  your  approach  may  not  be  noticed  until  it  is  too  late. 

CURRENT  OF  TRAFFIC  (D-151). 

"Trains  must  keep  to  the  unless  otherwise 

provided." 

The  rule  leaves  it  optional  with  each  Railroad  to  desig- 
nate the  direction. 

"To  the  right"  prevails  on  most  Railroads.  Conditions 
exist  where  it  is  necessary  to  number  the  tracks  and 
direct  trains  of  a  specified  direction  to  use  No.  1  track 
and  those  in  opposite  direction  No.  2  track,  owing  to  the 
tracks  crossing  each  other  at  various  points  and  also 
where  there  are  more  than  two  tracks. 

Trains,  yard  engines,  or  other  engines  moving  about  a 
yard  must  respect  the  current  of  traffic  as  specified  in  the 
rules,  including  those  in  the  time-table,  unless  they  re- 
ceive a  train  order  authorizing  a  reverse  movement,  or  do 
so  under  protection.  The  responsibility  rests  with  the  train 
or  engine  moving  against  the  current  of  traffic  unless  the 
train  moving  with  the  current  of  traffic  disobeys  stop 
signals  or  train  orders. 

CROSSING  OVER  ON  DOUBLE  TRACK  (D-152). 

"When  a  train  crosses  over  to,  or  obstructs  the  other 
track,  unless  otherwise  provided,  it  must  first  be  protected 
as  prescribed  by  Rule  99  in  both  directions." 

The  object  of  requiring  protection  in  both  directions 
on  the  track  obstructed  or  to  be  used  is  owing  to  a  possible 
movement  of  a  train  against  the  current  of  traffic  by  the 
Dispatcher  in  addition  to  the  movement  permitted  by  the 
Rules. 

The  fact  should  not  be  overlooked  that  the  Dispatcher 
may  move  a  train  against  the  current  of  traffic  at  any 
time  and  such  move  does  not  in  any  way  depend  on  trains 
on  the  opposite  track. 

Block  Signals  do  not  protect  a  train  movement  against 
the  current  of  traffic;  they  only  protect  movements  with 
[  the  current  of  traffic. 
Page  80 


MOVEMENT  BY  TRAIN  ORDERS.  x 

<Bule  201). 

No  information  or  instructions  should  be  given  in  a 
train  order  unless  it  affects  the  direct  movement  of  a 
train. 

Dispatcher  has  authority  under  the  second  paragraph  to 
vary  from  a  prescribed  form  if  there  is  not  a  form  by 
which  the  movement  may  be  made.  Dispatchers  should 
not  abuse  this  portion  of  the  rule,  but  apply  it  only  in 
extreme  cases,  and  then  the  order  should  be  so  worded 
as  not  to  leave  any  room  for  doubt  or  misunderstanding. 

In  issuing  an  order  not  according  to  form,  or  in  form- 
ing combinations  of  prescribed  forms,  Dispatcher  should 
so  frame  the  order  that  it  will  be  clearly  understood 
without  punctuation  marks.  On  every  Railroad  there 
should  be  a  uniform  system  for  issuing  orders  not  pre- 
scribed by  the  forms,  such  as  receipts  from  conductors 
and  enginemen  for  new  time-tables,  Dispatchers'  check  of 
trains  on  .train  registers,  orders  at  the  meeting  point  and 
take  siding  or  hold  main  track  at  meeting  point. 

ISSUE  ORDERS  IN  SAME  WORDS  TO  ALL 
ADDRESSED. 

(Rule  203). 

It  is  very  essential  that  all  orders  be  given  in  the  same 
words  to  all  employes  or  trains  addressed  and  under  no 
circumstances  should  an  operator  copy  just  that  portion 
of  an  order  effecting  the  movement  of  the  train  addressed 
at  his  station,  neither  should  the  Dispatcher  instruct  opera- 
tor to  drop  out  at  a  given  point.  Such  practice  has  re- 
sulted in  collisions. 

NUMBERING  OF  TRAIN  ORDERS. 

(Rule   203). 

When  more  than  one  set  of  Dispatchers  are  working 
on  a  Division,  each  set  should  use  a  different  series  of 
numbers,  thereby  preventing  duplicate  numbers  for  crews 
that  run  over  more  than  one  Dispatcher's  territory. 

Train  orders  should  be  numbered  consecutively  each 
day  beginning  at  midnight.  Where  track  orders  are  kept 
in  a  separate  book  the  general  practice  is  to  number  them 
consecutively  for  several  months.  As  there  are  compara- 

Page  81 


lively  few  track  orders,  beginning  to  number  them  at  mid- 
night and  numbering  only  for  one  day  would  result  in 
too  many  orders  of  the  same  number  on  different  dates. 

SENDING  AND  DELIVERY  OF  TRAIN  ORDERS. 

(Rule   204). 

Dispatchers  should,  in  sending  orders,  first  indicate  by 
office  call  or  station  name  the  station  to  whom  the  address 
following  is  to  apply. 

A  copy  for  each  person  addressed  must  be  furnished 
by  the  operator  and  it  should  be  understood  that  this  ap- 
plies to  19  or  31  form  orders  relative  to  slow  track,  receipts 
for  new  time-tables,  or  any  information  issued  upon  such 
forms. 

Messages  should  under  no  circumstances  be  written  on 
a  train  order  form. 

Orders  addressed  to  operators  restricting  the  movement 
of  trains,  such  as  hold  orders  under  Form  J,  or  orders 
issued  under  the  third  paragraph  of  Rule  208  must  be  re- 
spected by  conductors  and  enginemen  the  same  as  if  ad- 
dressed to  them. 

Orders  should  not  be  addressed  to  "All  Concerned"  as 
it  is  too  indefinite.  They  should  be  addressed  to  the  par- 
ticular train  or  trains,  or  to  "All  Trains",  to 

"All  Trains  except  ",  to  " 

Class  Trains",  to  "Extras  ",  to  "Trains  Orig-  . 

mating  at ",  "to"  via ". 

Where  there  are  two  or  more  routes  out  of  a  station 
in  the  same  time-table  direction  a  route  should  be  desig- 
nated when  addressing  orders  to  "all  trains"  in  that 
direction. 

When  there  is  a  motorman  instead  of  an  engineman  on 
the  train,  orders  should  be  addressed  to  "C&M"  instead 
of  "C&E". 

DISPATCHER'S  TRANSFER. 

(Rule   205). 

A  uniform  system  of  placing  train  orders  in  the  Dis- 
patcher's book  and  system  of  checking  expired  orders 
should  be  adopted  on  each  system.  All  Dispatchers  should 
check  uniformly. 

If  a  proper  system  is  adopted  a  transfer  from  one  Dis- 
patcher to  another  is  not  absolutely  necessary.  However, 

Page  82 


if  a  transfer  is  desired  it  should  contain  only  the  numbers 
of  unexpired  orders  properly  dated,  addressed,  timed  and 
signed  by  Dispatcher  going  off  duty.  It  should  also  be 
signed  by  the  relieving  Dispatcher. 

A  log  or  general  information  book  may  be  used  but 
should  be  separate  from  the  train  order  book  in  which 
transfers    are    made.     The    practice   of    making   skeleton 
transfers  is  dangerous,  unnecessary  and  obsolete. 
DESIGNATION  OF  TRAINS  IN  TRAIN  ORDERS. 
IDENTIFICATION  BY  ENGINE  NUMBERS. 

(Rule   206). 

The  Standard  Rules  permit  the  use  of  engine  numbers 
as  identification  of  regular  trains,  if  desired.  Many  rail- 
roads require  that  engine  numbers  be  designated,  even 
though  trains  are  equipped  with  indicators.  However, 
there  are  times  when  it  is  impossible  to  give  the  engine 
number;  for  example,  if  a  Dispatcher  helps  an  inferior 
train  against  a  superior  train  before  the  superior  train 
leaves  its  initial  station,  or  when  designating  a  train  in 
an  order  by  its  schedule  number,  and  there  are  sections, 
it  would  be  impracticable  to  give  the  engine  number. 

In  train  orders  regular  trains  must  be  designated  as 
"No.  10"  and  sections  as  "Second  10". 

In  designating  extras  by  their  engine  numbers,  the 
direction  must  be  given  as  "east"  or  "west",  "north"  or 
"south".  This  includes  the  address  as  well  as  the  con- 
tents of  the  order.  If  an  order  is  addressed  to  an  engine 
no  direction  is  required,  but  after  having  once  been 
created  an  extra  by  issuance  of  running  orders,  the  direc- 
tion must  always  be  given. 

In  case  of  a  double-header  extra  the  American  Railway 
Association  recommended  Sept.  24,  1900,  that  the  number 
of  the  leading  engine  should  be  designated  in  the  order, 
but  this  is  not  always  practical  as  helpers  are  sometimes 
coupled  on  the  head  end  at  intermediate  stations  to  help 
short  distances,  so  if  the  engine  designated  in  the  order  is 
in  the  train  it  would  seem  sufficient,  provided  the  train  in- 
dication, if  any,  corresponds  therewith. 

It  is  a  practice  on  some  railroads  to  indicate  the  time 
in  both  words  and  figures,  and  the  same  is  authorized  by 

Page  83 


the  Standard  Rules  when  train  orders  are  transmitted  by 
telegraph.  However  the  designation  of  time  in  words  is 
not  compulsory  under  the  Standard  Rules. 

Train  and  engine  men  should  be  careful  to  read  closely 
the  time  shown  in  both  words  and  figures,  when  both  are 
used,  and  not  read  the  figures  only. 

"In  transmitting  train  orders  by  telephone  the  names 
of  stations  must  be  plainly  pronounced  and  then  spelled, 
letter  by  letter,  thus :  Aurora,  A-u-r-o-r-a ;  all  numerals 
must  first  be  pronounced  and  then  followed  by  spelling, 
thus:  1-0-5,  O-n-e  N-a-u-g-h-t  F-i-v-e;  the  Train  Dis- 
patcher must  write  the  order  as  he  transmits  it  and  under- 
score it  as  it  is  being  repeated.  The  letters  duplicating 
names  of  stations  and  numerals  will  not  be  written  in  the 
order  book  nor  upon  train  orders.  Even  hours  must  not 
be  used  in  stating  time  of  day  in  train  orders,  such  as 
10 :00  A.  M." 

Operators,  and  train  and  engine  men,  when  receiving 
orders  at  a  point  not  a  train  order  office  or  at  one  which 
has  been  closed,  should  repeat  orders  in  the  same  manner 
as  sent  by  Dispatcher. 

DESIGNATE  FORM  NUMBERS  AND  COPIES 
REQUIRED. 

(Rule   207). 

Unless  II  only  one  form  of  order  is  in  use,  Dispatcher 
should  always  designate  the  form  number  as  "19"  or  "31" 
preceding  the  sending  of  an  order,  together  with  the  direc- 
tion and  number  of  copies  that  are  required.  In  issuing  an 
order  under  Form  J  (holding  order)  the  Dispatcher  should 
designate  as  closely  as  possible  the  number  of  copies  re- 
quired, as  all  conductors  and  enginemen  of  trains  held 
must  be  delivered  a  copy  of  the  operator's  order.  They 
should  also  be  given  a  copy  of  the  annulment  of  the  hold 
order  or  an  order  permitting  train  to  go,  provided  they 
have  all  other  necessary  authority. 

The  following  note  appears  under  Rule  207: 
"Where  Forms  '31*  and  '19*  are  not  both  in  use  the 
signal  may  be  omitted." 


Page  84 


COPY  OF  ORDER  TO  OPERATOR  AT  WAITING  OR 
MEETING  POINT. 

Transmitting  of  Orders  Simultaneously. 

(Rule  208). 

A  train  order  to  be  sent  to  two  or  more  offices  must 
be  transmitted  simultaneously  to  as  many  as  practicable 
and  the  practice  of  adding  to  an  order  after  it  has  been 
repeated  is  bad.  The  rule  states  that  the  several  addresses 
must  be  sent  in  the  order  of  superiority  of  trains,  each 
office  taking  its  proper  address.  This,  however,  is  not 
always  practicable  as  an  order  may  be  addressed  to  a 
superior  train  and  an  inferior  train  at  the  same  office, 
owing  to  combinations  that  are  necessary  in  issuing  orders ; 
for  example,  a  meet  is  to  be  made  between  No.  1  (a  west- 
ward train)  and  an  extra  west  with  No.  2,  an  opposing 
train,  at  B.  The  order  must  be  first  addressed  to  No.  1 
and  this  will  include  the  extra  west.  When  repeated  by 
the  office  first  addressed  it  is  then  in  effect  and  a  hold 
order  to  the  extra  west  before  it  has  been  repeated  or  X 
response  sent  by  the  operator  who  holds  the  order  for 
No.  2.  In  case  of  circuit  failure  operators  sometimes  take 
it  upon  themselves  to  complete  orders  for  the  Dispatcher, 
which  is  a  violation  of  the  rules.  Suppose  the  operator 
who  holds  the  order  to  No.  1  and  the  extra  west  should 
complete  the  order,  owing  to  it  having  been  repeated.  The 
extra  west  would  then  be  moving  against  No.  2  and  No.  2 
not  held  by  the  order.  Should  an  operator  assume  such 
responsibility,  he  alone  would  be  responsible  for  an  ac- 
cident caused  thereby.  It  might  be  safe  for  an  operator 
to  complete  such  orders  as  track  orders,  annulment  of 
schedules,  an  order  restricting  the  train  addressed  (pro- 
vided the  same  order  does  not  confer  right  upon  it),  or 
a  time  order  to  wait  or  run  late  when  such  time  order  is 
addressed  to  the  train  that  is  to  wait  or  run  late,  but  not  to 
the  inferior  train. 

If  an  operator  held  an  order  helping  a  train  to  his 
station  against  the  superior  train,  and  the  train  so  helped 
had  arrived,  it  would  be  good  judgment  to  complete  the 
order  for  the  Dispatcher.  When  wires  are  working  badly 
and  circuit  failure  is  anticipated,  Dispatcher  may  instruct 

Page  85 


the  operator  to  complete  orders  for  him,  but  such  instruc- 
tion should  never  be  given  as  a  future  convenience.  The 
possibility  of  circuit  failure  is  one  of  best  arguments  in 
favor  of  the  almost  unrestricted  use  of  the  19  form  of 
train  order. 

When  a  meet  or  wait  is  made  at  an  open  train  order 
office  the  order  must,  when  practicable,  be  addressed  to 
the  operator  at  the  meeting  or  waiting  point.  He  must 
deliver  copies  of  the  order  to  all  trains  effected  until  all 
have  arrived  from  one  direction.  For  example:  Nos.  1, 
3  and  5  meet  Nos.  2  and  4  at  B.  No.  1  arrives  first,  No. 

2  second  and  No.  4  arrives  third,  each  receiving  copies. 
Then  all  eastward  trains   (even  numbers)   having  arrived 
the  order  may  be  filed  without  delivering  copies  to  Nos. 

3  and  5,  except  that  should  such  order  be  addressed  to  a 
train  as  well  as  to  the  operator  as  a  middle  order,  it  must 
be  delivered  to  the  train  addressed  regardless  of  it  having 
become  void  as  a  middle  order.    These  orders  should,  when 
possible,  be  issued  to  the  operator  on  the  19  form.    Should 
it  become  necessary  to  issue  it  on  the  31  form,  the  opera- 
tor should  sign  his  name  in  the  space  where  conductors 
are  required  to  sign,  transmit  and  obtain  complete  in  the 
usual  manner.     The  31  middle  order  is  then  ready  to  be 
handled  the  same  as  if  it  were  issued  on  the  19  form.  Such 
orders  when  issued  on  either  the  19  or  31  form  must  be 
respected  by  the  conductor  and  engineman  to  whom  deliv- 
ered the  same  as  if  addressed  to  them. 

When  an  order  can  not  be  sent  to  the  several  offices 
simultaneously  it  must  be  sent  first  to  the  superior  train, 
as  they  must  be  held  before  the  inferior  train  is  permitted 
to, act  on  the  order. 

The  addressing  of  a  wait  order  issued  under  Example 
4,  Form  E,  to  an  operator  at  the  waiting  point  would 
seem  impracticable,  especially  if  there  were  many  waits  in 
the  order.  The  Interstate  Commerce  Commission  severely 
criticises  the  omission  of  the  order  to  the  operator  at  the 
meeting  point  and  Dispatchers  should  comply  strictly  with 
the  rule.  / 


Page  86 


TRANSMITTING  AND  WRITING  ORDERS  AND  THE 
HANDLING  OF  31  FORM  TRAIN  ORDERS. 

(Rules  209  and  210). 

Operators  receiving  train  orders  must  write  them  in 
manifold  during  transmission. 

"When  a  31  train  order  has  been  transmitted  operators 
must  (unless  otherwise  directed)  repeat  it  at  once  from 
the  manifold  copy  in  the  succession  in  which  the  several 
offices  have  been  addressed." 

If  the  telegraph  is  used  for  transmitting  orders  and  the 
Dispatcher  abbreviates  a  word  it  should  be  so  written.  If 
he  sends  a  word  in  full  it  should  be  written  in  full,  and 
the  order  should  be  repeated  to  the  Dispatcher  exactly  as 
it  appears  on  the  blank.  The  repeating  of  just  that  portion 
of  an  order  effecting  the  train  addressed  at  the  particular 
station  where  received  should  not  be  permitted. 

Operators  should  not  connect  words  and  figures  by 
loops  or  lines,  neither  should  they  flourish  or  make  un- 
necessary long  lines  or  use  circles  for  dots  or  crosses  for 
periods.  "Figures  in  train  orders  should  not  be  surrounded 
by  brackets,  circles  or  other  characters."  Always  keep  in 
mind  that  the  less  there  is  in  an  order  the  safer  it  is. 
Many  bad  combinations  can  be  created  by  mixing  the  writ- 
ing on  one  line  with  the  writing  in  the  line  above. 

Orders  should  not  be  underlined,  interlined,  altered, 
scratched  or  erased  in  any  manner.  If  a  mistake  is  made 
have  the  order  sent  again  and  never  change  an  order  that 
has  once  been  repeated. 

Operators  should  not  use  indelible  or  black  lead  pencils 
for  writing  train  orders  as  the  soft  points  make  poor 
tmder-copies  and  are  hard  to  read,  especially  at  night. 
Train  and  engine  men  take  an  order  for  what  it  appears 
to  be  and  do  not  take  an  operator's  peculiarities  of  pen- 
manship into  consideration. 

In  repeating  orders  operators  should  watch  the  copy 
closely  and  should  not  be  looking  at  something  else,  merely 
taking  an  occasional  glance  at  the  order  that  is  being  re- 
peated. After  repeating  a  31  train  order  the  time  of 
repetition  should  then  be  written  on  the  order,  taking  the 
time  from  station  clock  or  watch. 

Page  87 


If  the  requisite  number  of  copies  are  not  made  at  the 
first  writing,  additional  copies  should  be  made  from  a 
copy  previously  made  and  the  new  copies  repeated  to  the 
Dispatcher.  The  Dispatcher  is  not  required  to  O.  K.  the 
original  repeat  as  he  must  receive  the  first  repeat  before 
he  can  complete  the  order ;  it  is  however  necessary  that  he 
O.  K.  the  repeat  of  the  new  copies,  otherwise  the  operator 
does  not  know  that  the  Dispatcher  has  received  it. 

Referring  to  the  original  repeat  the  American  Rail- 
way Association  ruled  Sept.  9,  1902,  that  it  was  not  neces- 
sary for  a  dispatcher  to  give  an  operator  "O.  K."  as  an 
acknowledgement  of  the  repetition  of  an  order. 

Those  to  whom  a  31  form  order  is  addressed  must  sign 
it,  except  the  engineman,  and  in  case  it  is  addressed  to 
the  engineman  without  a  conductor  then  the  engineman 
should  sign  it  in  the  place  provided  for  the  conductor's 
signature.  If  a  31  form  order  is  addressed  to  an  operator 
he  should  sign  it  in  the  place  provided  for  the  conductor's 
signature  and  the  order  completed  in  the  usual  manner. 
If  an  order  is  addressed  to  the  conductor,  engineman  and 
pilot,  the  pilot  as  well  as  the  conductor  must  sign  in  the 
conductor's  column  if  blank  does  not  provide  a  place  for 
signature  of  engineman  and  complete  must  be  written  op- 
posite each  signature.  If  two  or  more  signatures  are  sent 
to  the  dispatcher  at  one  sending  the  complete  must  be 
written  opposite  each  signature,  although  the  sending  of 
one  complete  is  sufficient  for  all  signatures  sent.  The  com- 
plete mus^e  dittoed  or  written  diagonally  across  the  lines 
on  which  the  signatures  appear.  After  each  complete  the 
operator  must  sign  his  last  name,  but  not  until  complete 
has  been  received  and  written  on  the  order. 

In  sending  signatures  to  31  form  orders  to  the  Dis- 
patcher same  should  be  preceded  by  the  order  number  and 
followed  by  the  train  number.  The  Dispatcher  will,  when 
ready  to  complete  the  order,  give  the  word  "complete" 
(which  may  be  abbreviated  "com"),  the  time  and  the 
initials  of  the  official  authorized  to  sign  train  orders. 

The  American  Railway  Association  leaves  it  optional 
with  each  Railroad  to  designate  by  whom  train  orders  will 
be  signed. 

Page  88 


A  copy  of  each  31  form  order  must  be  delivered  to  each 
employe  addressed  except  the  engineman  (unless  addressed 
to  him  alone)  and  his  copy  must  be  delivered  personally 
by _.  (This  service  is  generally  left  to  the  con- 
ductor to  perform.) 

An  engineman  should  never  be  permitted  to  sign  a  con- 
ductor's name  to  an  order,  nor  should  a  conductor  be 
permitted  to  sign  a  helper  engineman's  name  to  an  order 
addressed  to  the  helper  engineman  even  though  they  are 
to  help  his  train. 

Operators  should  not  transmit  a  conductor's  name  to 
a  31  form  order  before  he  has  obtained  signature,  neither 
should  he  put  the  complete  or  any  part  of  the  complete  on 
an  order  before  the  Dispatcher  sends  it.  The  practice  of 
sending  signatures  to  31  form  orders  and  getting  the 
complete  in  advance  of  the  signature  of  the  conductor  has 
caused  a  number  of  collisions. 

The  American  Railway  Association  states  that,  if  pre- 
ferred, each  person  receiving  an  order  may  be  required  to 
read  it  aloud  to  the  operator. 

One  person  reading  an  order  to  another  is  not  good 
practice.  Every  person  to  whom  an  order  is  delivered 
should  be  required  to  read  it  for  himself,  as  the  reading 
by  one  person  to  another  is  often  misunderstood  and  the 
wrong  impression  obtained.  The  reading  of  an  order  by 
an  operator  who  wrote  it  is  certainly  superfluous,  as  it 
would  be  a  poor  operator  who  could  not  read  his  own 
order.  Furthermore,  the  operator  is  not  the  one  who  must 
execute  the  order. 

"Enginemen  must  show  their  train  orders  to  firemen 
and,  when  practicable,  to  forward  trainmen.  Conductor 
must  show  train  orders  when  practicable  to  trainmen." 

When  typewriter  is  used  for  train  order  work  a  large, 
plain  style  of  type  should  be  used.  An  operator  should 
be  particular  to  keep  type  clean.  If  the  top  copy  should 
be  cut  owing  to  striking  the  keys  too  hard,  that  copy  should 
not  be  delivered.  Operators  should  not  be  permitted  to 
use  typewriter  for  copying  train  orders  until  they  are 
known  to  be  efficient  typists. 

Operators  should  preserve  the  lower  copy  of  all  orders. 
However,  when  the  top  copy  is  torn  by  stylus,  or  cut  by 

Page  89 


the  type,  it  might  be  preserved  provided  the  lower  copy  is 
a  plain  one,  but  the  Standard  Rule  requires  the  preserva- 
tion of  the  lower  copy. 

The  following  note  appears  below  Standard  Rule  210: 
"On  Railroads  where  the  signature  of  the  engineman 
is  desired,  the  words  'except  enginemen'  and  the  last 
sentence  in  the  second  paragraph  may  be  omitted.  If 
preferred,  each  person  receiving  an  order  may  be  re- 
quired to  read  it  aloud  to  the  operator." 

In  answer  to  a  question  as  to  who  should  fill  in  the 
"Train  Number"  opposite  signatures  of  31  form  orders 
the  Committee  on  Train  Rules  Feb.  23,  1905,  stated  that 
it  was  their  opinion  that  the  conductor  when  he  signs  the 
order  should  indicate  the  train  he  is  running  in  the  space 
provided  for  the  purpose.  This  should  also  apply  to 
enginemen  in  case  there  is  no  conductor  with  the  train. 
19  FOKM  TRAIN  ORDER. 

(Rule  211). 

The  use  of  the  19  form  is  not  restricted  by  the  Standard 
Rules.  However,  some  Railroads  prohibit  its  use  for  re- 
stricting the  superiority  of  a  train. 

There  has  been  and  no  doubt  is  yet  considerable 
prejudice  against  the  19  form  order.  This  is  generally 
caused  by  not  thoroughly  understanding  the  difference  be- 
tween the  31  and  19  forms  so  far  as  safety  is  concerned. 

Willi  uulidpj  Mc.c«€eptitm>-tfig49-fmHH»^«aHr<» 
safe  as  the  31  form,  but  with  a  proper  clearance  made  for 
the  purpose  and  a  few  restrictions  placed  upon  its  use,  it 
is  equally  as  safe  and  certainly  is  by  far  the  best  order 
for  the  prompt  movement  of  trains. 

When  a  19  form  order  is  received,  comply  with  it  be- 
cause it  is  just  as  safe  as  a  31  form.  It  is  the  one  you 
never  receive  that  may  cause  an  accident — not  the  one  you 
get. 

If  an  operator  holds  one  restricting  order  on  the  31 
form  he  can  overlook  it  and  clear  the  train  as  easily  as 
if  it  was  on  the  19  form.  If  he  holds  three  restricting 
orders  on  the  31  form  he  can  overlook  all  three  of  them 
as  easily  as  if  they  were  on  the  19  form,  the  only  difference 
being  the  possibility  of  overlooking  some  restricting  orders 

Page  90 


and  delivering  others.  If  the  orders  were  on  the  31  form, 
the  Dispatcher  would  have  an  opportunity  to  call  his  at- 
tention to  those  orders  to  which  operator  may  have  failed 
to  send  signatures  as  he  is  held  equally  responsible  with 
operator  in  such  cases.  This  objection  can  be  eliminated 
by  adopting  the  proper  form  of  clearance.  The  only  dif- 
ference between  the  19  form  order  and  31  form  order  is 
that  the  31  form  order  must  be  signed  by  the  employes  ad- 
dressed except  the  enginemen,  and  the  19  form  order  does 
not  require  such  signatures. 

19  form  orders  must  be  delivered  personally  by  the 
operator  unless  it  will  take  him  away  from  the  immediate 
vicinity  of  his  office,  then  the  engineman's  copy  may  be 
delivered  by  the  conductor  or  other  employe  so  authorized 
by  the  rules. 

If  an  order  issued  on  the  19  form  restricts  the  train  ad- 
dressed at  point  where  same  is  to  be  received  by  them 
the  operator  must  bring  the  train  to  a  stop  before  making 
the  delivery.  The  object  of  this  is  to  avoid  the  train  run- 
ning by  the  switch  at  which  an  inferior  train  may  be 
heading  in  before  the  inferior  train  is  clear.  If  the  19 
form  is  delivered  to  the  train  as  it  passes  engineman  may 
not  stop  until  he  reads  the  order  and  it  may  then  be  too 
late  to  prevent  an  accident. 

A  train  may  be  restricted  with  Form  C  (right  order) 
or  Form  E  (time  order)  as  well  as  with  Form  A  (meet 
order). 

If  an  inferior  train  is  given  right  (Form  C)  over  a 
superior  train  to  the  point  where  the  order  is  placed  for 
the  superior  train,  the  superior  train  should  be  stopped 
before  delivery  is  made,  unless  the  time  of  opposing  train 
will  permit  it  to  make  the  next  station  and  clear  opposing 
train  holding  right,  in  which  case  it  would  be  safe  to  de- 
liver without  stopping  the  train  as  opposing  train  would 
not  be  due  out  of  next  station  ahead,  thus  saving  a  delay. 

A  time  order  restricts  until  time  has  expired  at  the 
station  named  after  which  time  the  19  form  order  may  be 
delivered  without  stopping  the  train. 


Page  91 


USE  OF  19  FORM  TO  RESTRICT  SUPERIORITY  OF 
TRAOS. 

The  use  of  the  19  form  train  order  to  restrict  the 
superiority  of  trains  is  now  in  effect  on  several  large  Rail- 
roads and  has  by  actual  practice  proven  to  be  not  only  as 
safe  as  the  31  form  order,  but  has  eliminated  delay  and 
accidents  caused  by  stopping  and  starting  heavy  trains. 

If  its  use  is  restricted  to  the  conferring  of  right,  as  is 
the  practice  on  many  railroads,  such  rule  will  first  have 
to  be  modified  to  permit  of  its  use  for  the  restriction  of 
trains  (provided  order  numbers  shown  on  clearance  cards 
are  checked  by  the  Dispatcher)  except  in  the  following 
cases,  when  the  31  form  order  should  be  used. 

(1)  If  necessary  to  know  positively  thai:  the  superior 
train  has  actually  received  the  order  before  completing  it 
to  the  inferior  train  when  it  confers  right  on  the  inferior 
train  to  a  point  beyond  that  at  which  the  order  is  placed 
for  the  superior  train. 

(2)  Where  necessary  to  restrict  a  train  at  a  point  not 
a  train  order  office  or  at  one  at  which  the  office  is  closed 
as  per  last  paragraph  of  Rule  217. 

(3)  When  reducing  a  time  order. 

(4)  When  receipting  for  a  new  time-table. 

(5)  When  restricting  a  train  that  has  been  cleared  or 
of  which  the  engine  has  passed  the  train  order  signal. 

(6)  When  restricting  a  work  extra  when  such  work 
extra  is  within  the  territory  where  order  restricts. 

"When  a  19  form  train  order  restricting  the  superiority 
of  a  train  is  issued  for  it  at  the  point  where  such  superi- 
ority is  restricted,  the  train  must  be  brought  to  a  stop  be- 
fore delivery  of  the  order." 

Operators  should  fill  out  clearance  card,  designating 
thereon  numbers  of  all  orders  (19  and  31  forms),  repeat 
to  Dispatcher  train  and  order  numbers  and  will  obtain  an 

O.  K.  with  the  time  and initials,  writing  same  as 

sent  by  Dispatcher  in  space  provided  on  the  clearance  card. 

As  operator  repeats  clearance  card  with  train  and  order 
numbers  Dispatcher  will  write  same  in  his  train  order 


Page 


book  and,  if  the  numbers  of  all  orders  for  the  train  have 
been   repeated,  Dispatcher  may  then  transmit  the  O.  K., 

time  and  initials,  indicating  the  time  in  train 

order  book. 

Conductors  and  enginemen  must  carefully  check  the 
orders  received  with  the  numbers  designated  on  the  clear- 
ance card  and,  if  all  are  not  received,  stop  at  once  and 
Obtain  them.  Train  order  offices  should  be  approached  at  a 
moderate  rate  of  speed.  Conductors  and  enginemen  must 
know  contents  of  orders  received  before  passing  fouling 
point  at  which  an  inferior  train  would  take  siding. 


CLEARANCE  CARD 

STATION       191 


Conductor  and  Engineer  No. 

ORDERS  FOR    f  FORM  "19" . 

YOUVERA'N    |  FORM  "SI"-- 

(If  no  orders  form"19"or"31  "endorse  "NONE"  in  space  provided  for  order  numbers.) 
O.  K.  at_ M 

Do  not  leave  before M. 

(Fill  iu  this  line  only  when  necessary  to  comply  with  Rule  221) 

Issued  by Opr.  at M. 

Conductors  and  Eng-inemen  must  each  have  a  copy  and  see  that  their  train  is 
correctly  designated  in  the  above  form,  also  see  that  the  numbers  of  all  train 
orders  received  correspond  with  numbers  inserted  above. 

Operator  must  retain  a  carbon  copy. 

Clearance  must  be  filled  out  by  the  Operator  before  repeating  train  and  order 
numbers  to  the  Dispatcher. 

After  receiving  O.  K.  from  the  Dispatcher  no  additions  must  be  made,  but  a 
new  clearance  issued. 

If  the  19  form  is  authorized  for  the  restriction  of  the 
superiority  of  trains  where  not  protected  by  block  signals, 
then  the  31  form  should  be  used  when  the  superiority  of  a 
train  is  restricted  and  the  order  issued  for  it  at  a  point 
where  such  superiority  is  restricted. 

The  six  restrictions  placed  on  the  use  of  the  19  form 
order  apply  to  the  Dispatcher  and  should  not  be  consid- 
ered by  conductors,  enginemen  or  operators. 

It  may  become  necessary  to  give  the  inferior  train  right 
over  the  superior  train  to  a  point  beyond  the  train  order 
office  where  the  superior  train  receives  the  order.  The 
19  form  order  may  be  used  provided  the  clearance  with  the 
order  number  thereon  has  been  O.  K'd  by  the  Dispatcher 

Page  93 


and  he  has  been  advised  of  the  delivery  of  the  order  or  re- 
ceiving report  from  receiver  operator  of  departure  of  train. 
The  order  may  then  be  completed  to  the  inferior  train. 

ACKNOWLEDGEMENT  BY  X  BESPONSE. 

(Rule   212). 

When  directed  to  do  so  by  the  Dispatcher,  operator 
may  before  repeating  the  entire  order  send  the  X  response, 
responding  "X",  number  of  order,  to  whom  addressed  and 
the  initials  of  his  name  and  office  signal,  after  which  the 
train  order  becomes  a  hold  order,  but  must  be  repeated 
before  complete  can  be  given  and  order  delivered.  The 
order  number  should  be  preceded  by  the  form  number. 
After  sending  the  X  response,  the  operator  must  write  the 
time  it  was  sent  on  the  order,  together  with  his  initials 
(not  his  private  sign  or  last  name). 

If  not  directed  to  send  the  X  response  the  order  must 
be  repeated  in  the  usual  manner.  The  object  of  sending 
the  X  response  is  to  permit  the  movement  of  the  inferior 
train  at  the  earliest  possible  moment. 

If  the  X  response  portion  of  the  order  blank  is  not  filled 
in  by  the  operator,  it  indicates  that  it  was  not  X'd,  but  this 
does  not  concern  conductor  or  engineman. 

COMPLETING  AN  OBDEK. 

(Rule  213). 

When  issuing  orders  they  should  be  addressed  to  the 
superior  train  first  as  required  by  Rule  208.  Dispatchers 
must  in  every  case  have  the  acknowledgment  from  the 
operator  holding  the  order  for  the  superior  train,  either 
by  the  operator  sending  the  X  response  or,  by  repeating 
the  order  before  he  completes  same  to  inferior  train. 
Should  the  order  be  completed  to  inferior  train  before  it 
becomes  a  hold  order  to  superior  train,  even  though  it  is 
only  for  a  moment  it  would  be  a  lap  order. 

Where  the  various  forms  are  combined,  as  is  the  gen- 
eral practice,  Dispatcher  should  be  particular  to  know  that 
he  has  the  acknowledgment  from  every  operator  who  has 
the  order  addressed  to  a  superior  train. 


Page  94 


WHEN  AN  ORDER  IS  IN  EFFECT  OR  BECOMES  A 
HOLDING  ORDER. 

(Bale  214). 

"When  a  train  order  has  been  repeated,  or  'X'  response 
sent,  and  before  'complete'  has  been  given,  the  order 
must  be  treated  as  a  holding  order  for  the  train  addressed, 
but  must  not  be  otherwise  acted  upon  until  'complete'  has 
been  given." 

The  above  applies  to  either  the  "19"  or  "31"  form.  An 
order  issued  on  the  "19"  form  is  just  as  much  a  holding 
order  after  the  "X"  response  has  been  sent  or  the  order 
entirely  repeated  and  before  "complete"  has  been  given  as 
a  "31"  form  order.  No  "O.  K."  or  any  response  what- 
ever is  necessary.  The  act  of  the  operator  in  sending  the 
"X"  response  or  repeating  the  order  makes  it  a  hold  order, 
and  the  operator  must  hold  the  train  until  the  balance  of 
the  order  can  be  repeated  (if  only  X'd)  and  completed, 
and  then  make  the  delivery. 

If  an  order  that  has  not  been  "X'd"  has  only  been  partly 
repeated  it  is  not  a  hold  order  and  Dispatchers  and 
Operators  should  be  particular  to  know  that  all  of  the 

order   including  the   signature   of  has   been 

repeated.  Advising  conductors  and  enginemen  that  the 
circuit  has  failed  and  "complete"  cannot  be  obtained  in  no 
way  facilitates  the  movement  of  the  train  so  far  as  the 
order  is  concerned.  They  have  no  right  to  act  on  an  order 
that  is  not  complete. 

"If  the  line  fails  before  an  office  has  repeated  an 
order  or  has  sent  the  "X"  response,  the  order  at  that 
office  is  of  no  effect  and  must  be  then  treated  as  if  it  had 
not  been  sent." 

DELIVERY  OF  ORDERS  BY  DISPATCHER. 

(Rule   216). 

When  it  becomes  necessary  for  Dispatcher  to  deliver 
orders  to  trains  at  his  office,  such  orders  should  be  copied 
through  the  manifold  on  the  leaf  of  the  order  book  before 
they  are  sent  to  other  trains,  or  copied  in  the  same  manner 
from  the  first  operator  repeating. 

Delivery  of  orders  personally  by  the  Dispatcher  is  not 
good  practice.     A  separate  office  should  be  provided  and 
the  operator  required  to  handle  orders  the  same  as  at  other 
stations. 
8  Page  95 


DELIVERY    OF    ORDER   AT    POINT    NOT    A    TRAIN 

ORDER  OFFICE  OR  AT  ONE  AT  WHICH 

THE  OFFICE  IS   CLOSED. 

(Rule    217). 

Such  orders  must  be  addressed  to  C&E  —  -  (at 

— ),  care  of - — ,  or  to  Engineer  — 

(at    -      — ),    care    of and    if    it    is    not 

definitely  known  at  what  station  the   train  is   located   it 

may  be  addressed  to  C&E between  — 

and . 

The  order  may  be  sent  in  care  of  a  conductor  or 
other  employe  but  never  in  care  of  both  conductor  and 
engineman. 

The  order  must  be  signed  and  completed  if  a  31  form, 
and  completed  if  a  19  form,  to  the  employe  in  whose  care 
it  is  sent,  and  delivered  as  addressed,  taking  signatures 
if  a  31  form,  of  both  conductor  and  engineman  and  pilot, 
if  any,  on  one  copy  and  deliver  it  to  the  first  accessible 
operator.  If  a  19  form  order  is  used,  after  the  delivery 
is  made  to  those  addressed  the  operation  is  complete. 

When  a  31  form  order  is  delivered  to  an  operator  the 
signatures  of  those  to  whom  delivered  must  be  sent  at 
once  to  the  Dispatcher  and  then  placed  on  file. 

When  a  19  form  order  is  sent  to  a  train  in  this 
manner,  the  employe  in  whose  care  it  is  sent  must  deliver 
the  order,  stopping  if  necessary  to  do  so.  Dropping  it 
off  as  train  passes  is  not  good  practice  because  of  the 
liability  of  its  being  lost.  Failure  on  part  of  train  to 
receive  an  order  sent  them  in  this  manner  is  equivalent  to 
non-delivery  of  an  order  by  employe  in  whose  care  it 
is  sent. 

The  complete  received  by  the  employe  in  whose  care 
the  order  is  sent  is  sufficient  for  the  train  addressed  and 
they  should  act  on  it  the  same  as  if  completed  in  the  regu- 
lar way. 

If  the  Dispatcher  desires  to  restrict  a  train  that  is  at 
a  point  not  a  train  order  office,  or  one  that  is  closed,  a 
31  form  order  must  be  used  and  the  order  must  not  be 
completed  to  the  inferior  train  until  the  signatures  of  the 
conductor  and  engineman  of  the  superior  train  have  been 
received. 

Page  96 


It  may  become  necessary  to  send  an  order  to  a  train  in 
care  of  a  signal  maintainer,  section  foreman  or  other 
responsible  person,  in  which  case  the  same  procedure 
would  apply  as  if  sent  in  care  of  a  conductor  or  engineman. 

WHEN    A    TRAIN    IS    NAMED    IN    AN    ORDER    BY 

SCHEDULE     NUMBER     ALONE,     ALL 

SECTIONS    ARE    INCLUDED. 

(Rule   218). 

When  a  train  is  named  in  a  train  order  by  its  schedule 
number  alone  (whether  engine  number  is  given  or  not)  all 
sections  of  that  schedule  are  included,  and  each  must  have 
copies  delivered  to  it  (A.  R.  A.  Ruling  Oct.  5,  1915). 

If  the  section  is  stated  then  it  is  not  named  by  its 
schedule  number  alone. 

If  an  inferior  train  receives  an  order  to  meet  an  op- 
posing superior  train  and  such  train  is  designated  by  its 
schedule  number  alone  (as  No.  1)  all  sections  are  included 
the  same  as  if  each  and  every  section  was  specified. 

_ ODD  NUMBERS  WESTWARD  AND 

SUPERIOR  BY  DIRECTION  w 
ABODE  FGH 
O O O O O O O O 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

Should  No.  2  (inferior)  receive  an  order  to  meet  No. 
1  at  C  and  it  finds  the  first  section  of  No.  1  at  B,  No.  2 
may  proceed  to  C  for  the  remaining  sections. 

Should  No.  2  (inferior)  receive  an  order  to  meet  First 
1  at  C  and  it  finds  the  first  section  at  B,  No.  2  must  remain 
at  B  for  all  following  sections  of  No.  1  for  the  reason 
that  after  meeting  the  first  section  of  No.  1,  No.  2  could 
not  then  move  against  the  second  section  which  is  superior. 

If  No.  1  (superior)  receives  an  order  to  meet  No.  2  at 
C  it  must  meet  all  sections.  Should  First  2  go  to  D  under 
flag  or  otherwise,  No.  1  may  proceed  to  C  owing  to  its 
superiority  over  No.  2  and  remain  at  C  for  the  remaining 
sections.  Should  No.  1  (superior)  receive  an  order  to 
meet  First  2  at  C  and  it  finds  First  2  at  D,  No.  1  may  pro- 
ceed on  its  run  paying  no  more  attention  to  sections  of 
No.  2  as  No.  1  is  superior  to  all  sections  after  meeting 
the  first. 

Page  97 


Sections  must  run  in  numerical  order.  When  an  inter- 
mediate section  is  withdrawn  the  following  sections  must 
close  up. 

Under  no  circumstances  may  a  second  or  following 
section  pass  a  first  or  leading  section  and  run  ahead  of 
it,  as  the  second  ahead  of  the  first. 

If  No.  2  (inferior)  receives  an  order  to  meet  First  1 
at  C  and  First  No.  1  goes  to  B  under  flag  or  otherwise, 
then  the  following  sections  of  No.  1  may  follow,  but  must 
not  pass  the  first  section.  No.  2  must  remain  where  it 
meets  the  first  section.  If  First  1  goes  to  B  it  must  flag 
No.  2  and  notify  it,  also  send  out  a  flag  to  the  rear  a  suf- 
ficient distance  to  stop  Second  1  and  prevent  it  from  strik- 
ing No.  2  on  the  main  track  between  switches  at  B  as 
neither  No.  2  nor  Second  1  know  that  they  are  to  meet 
at  B. 

When  a  train  flags  from  its  train  order  meeting  point 
it  must  protect  all  openings  caused  thereby,  but  should  not 
flag  except  in  extreme  cases. 

REPEAT  OR  "X"  RESPONSE  IF  TRAIN  HAS  BEEN 

CLEARED  OR  ENGINE  IS  BY  TRAIN 

ORDER  SIGNAL. 

(Rule  219). 

"An  operator  must  not  repeat  or  give  the  "X"  re- 
sponse to  a  train  order  for  a  train  which  has  been  cleared 
or  of  which  the  engine  has  passed  his  train  order  signal 
until  he  has  obtained  the  signatures  of  the  conductor  and 
engineman  to  the  order." 

When  a  train  has  been  given  a  proceed  train  order 
signal  or  a  clearance  card  clearing  it  on  the  train  order 
signal,  or  a  clearance  card  at  a  train  order  office  where 
there  is  no  train  order  signal,  the  order  must  not  be  re- 
peated or  "X"  response  sent  until  the  signatures  of  the 
conductor  and  engineman  have  been  obtained. 

If  the  normal  position  of  the  train  order  signal  is 
"stop"  and  the  train  has  been  cleared  with  a  "proceed 
signal",  whether  the  engine  is  by  the  signal  or  not,  opera- 
tor must  not  repeat  or  give  the  "X"  response  until  the 
conductor  and  engineman  have  signed  the  order. 

Once   the   operator   displays   the   "proceed   signal"   he 

Page  98 


must  consider  the  train  cleared  and  not  depend  on  holding 
them  by  placing  the  signal  at  "stop"  before  engine  passes 
it.  If  the  signal  is  placed  at  "stop"  before  engine  passes 
it,  after  having  once  indicated  "proceed",  it  must  be  re- 
spected as  a  stop  signal  and  conductor  and  engineman 
would  not  be  relieved  of  any  responsibility  owing  to  having 
once  received  the  "proceed  signal". 

If  "stop"  is  displayed  for  a  train,  when  it  arrives  and 
no  clearance  has  been  issued,  an  operator  may  repeat  or 
give  the  "X"  response  to  orders  for  the  train  without 
further  notice  as  the  fact  that  the  signal  was  at  "stop" 
when  the  train  arrived  is  sufficient  notice  that  there  are 
orders  for  them.  It  matters  not  whether  there  is  one 
order  or  a  dozen — the  responsibility  then  rests  with  the 
conductor  and  engineman. 

HOW  LOtfG  TRAItf  ORDERS  ARE  Iff  EFFECT. 

(Rule   220). 

"Train  orders  once  in  effect  continue  so  until  fulfilled, 
superceded  or  annulled.  Any  part  of  an  order  specifying 
a  particular  movement  may  be  either  superseded  or 
annulled." 

It  makes  no  difference  how  many  orders  you  may  have. 
All  must  be  respected  as  long  as  they  are  in  effect.  One 
order  may  for  the  time  being  prevent  you  from  fulfilling 
another. 

An  order  is  fulfilled  by  obeying  it. 

An  order  is  annulled  by  issuing  another  order  stating 

"Order  No.  -  is  annulled"  or  "That  part  of  Order 

No.  reading is  annulled." 

An  order  is  superseded  by  stating  that  a  train  will  do 
a  certain  thing  "instead  of"  what  it  was  previously  re- 
quired to  do.  (See  Superseding  of  an  Order). 

"Orders  held  by  or  issued  for  or  any  part  of  an  order 
relating  to  a  regular  train  become  void  when  such  train 
loses  both  right  and  schedule  as  prescribed  by  Rules  4  and 
82,  or  is  annulled." 

When  a  train  loses  both  right  and  schedule  as  pre- 
scribed by  Rules  4  and  82  at  any  point,  all  orders  held  by 
that  train  become  void.  All  orders  addressed  to  a  train 
at  any  station,  provided  the  train's  schedule  becomes  more 

Page  99 


than  12  hours  late  on  its  leaving  time  at  such  station  be- 
comes void.  Should  an  order  be  also  addressed  to  other 
trains  it  would  have  no  effect  on  the  order  for  other 
trains  addressed,  and  only  that  part  of  the  order  pertain- 
ing to  the  train  -which  has  lost  both  right  and  schedule 
would  be  void. 

If  a  schedule  is  annulled,  all  orders  held  by  or  issued 
for  the  train  authorized  by  such  schedule  (only  within 
the  territory  where  annulled)  become  void  in  so  far  as 
they  refer  to  that  train. 

When  an  order  becomes  void  under  the  rules  there  is 
nothing  to  annul.  The  operator  should  be  careful  to 
know  the  time  of  the  schedule  at  his  station,  and  that  it  is 
more  than  12  hours  late  by  the  correct  time,  before  filing. 
If  the  order  is  addressed  to  other  trains  it  must  only 
be  considered  filed  to  the  train  annulled,  and  not  actually 
placed  in  the  file  until  it  has  been  delivered  to  all  other 
trains  addressed. 

The  annulling  of  a  schedule  over  the  entire  run  or  part 
thereof  only  effects  orders  or  that  portion  of  an  order 
directly  concerning  such  train  and  in  no  way  changes  the 
status  of  other  trains  with  respect  to  portions  of  the  order 
applying  to  them, 

"When  a  conductor  or  engineman  (or  both)  is  re- 
lieved before  the  completion  of  a  trip,  all  train  orders 
and  instructions  held  must  be  delivered  to  the  relieving 
conductor  or  engineman.  Such  train  orders  or  instruc- 
tions must  be  compared  by  conductor  and  engineman  be- 
fore proceeding." 

This  is  an  important  duty  and  conductors  and  engine- 
men  should  be  careful  that  nothing  is  overlooked,  always 
keeping  in  mind  that  the  responsibility  rests  entirely  with 
them. 

TRAIN  ORDER  SIGNAL. 

(Rule  221  "A'  'and  "B"). 

The  Standard  Rules  give  the  choice  between  two  sys- 
tems of  handling  Train  Order  Signal. 

(1)  Normal  position  "Stop"  when  there  is  an  opera- 
tor on  duty. 

(2)  Normal     position     "Proceed"     to     be     placed     at 
"Stop"  when  trains  are  to  be  stopped  for  train  orders. 

Page  TOO 


Both  rules  state  that  a  fixed  signal  must  be  used  at 
each  train  order  ofhce.  Ther.e  are  gooo,  reasons  why  a 
fixed  signal  should  not  be  used  at  some  train  o/aer  offices ; 
for  example,  at  initial  stations  where  the  office  is  located 
some  distance  from  the  main  track  and  at  stations  where 
there  is  a  fine  station  building  and  a  place  where  all  trains 
stop,  and  it  is  not  desired  to  decorate  the  building  with  the 
average  style  train  order  signal  when  it  is  not  necessary 
and  does  not  add  to  the  safe  movement  of  trains. 
"A" 

"A  fixed  signal  must  be  used  at  each  train  order  office, 
which  shall  indicate  'stop'  when  there  is  an  operator  on 
duty,  except  when  changed  to  'proceed'  to  allow  a  train 
to  pass  after  getting  train  orders,  or  for  which  there 
are  no  orders.  A  train  must  not  pass  the  signal  while 
'stop'  is  indicated.  The  signal  must  be  returned  to  'stop' 
as  soon  as  a  train  has  passed.  It  must  be  fastened  at 
'proceed'  only  when  no  operator  is  on  duty." 

Under  this  rule,  after  a  train  receives  orders  it  may 
proceed  if  the  operator  displays  signal  in  proceed  position. 

At  night  after  the  engine  of  a  train  passes  a  train 
order  signal  the  engineman  can  not  observe  its  position, 
although  the  entire  train  has  not  passed  the  signal  (see 
definition  of  train).  If  the  engine  is  not  permitted  to 
pass  the  train  order  signal  at  stop  it  would  in  many 
cases  be  impracticable.  A  train  may  be  given  a  "proceed" 
signal  even  though  the  operator  has  orders  for  other  trains 
in  the  same  direction.  Considering  the  unreliability  of  in- 
formation received  by  operators  and  the  possibility  of  one 
train  passing  another  at  a  point  not  a  train  order  office, 
or  one  at  which  the  office  has  been  closed,  this  could 
hardly  be  considered  safe  practice,  except  perhaps  on 
double  track.  If  the  signal  can  be  fastened  at  "proceed" 
only  when  no  operator  is  on  duty,  then  when  a  train  is 
to  be  given  a  "proceed"  signal  it  is  necessary  that  the 
operator  hold  the  signal  in  that  position  until  entire 
train  passes.  There  is  nothing  to  indicate  to  engineman 
and  conductor  that  an  office  is  closed  other  than  the  fact 
that  the  signal  indicates  "proceed".  It  the  semaphore 
governing  train  movement  in  opposite  direction  indicates 

Page  JOT 


"stop"  that  could  in  the  day  time  be  considered  sufficient 
to  denote  an  opejn  office,  but  how  is  a  train  to  be  governed 
at  night  under  conditions  that  the  opposite  semaphore  can 
not  be  seen? 

It  is  just  as  necessary  to  reply  "stop  displayed"  under 
221-A  as  it  is  under  221-B. 

"B" 

"A  fixed  signal  must  be  used  at  each  train  order  office, 
which  shall  indicate  'stop'  when  trains  are  to  be  stopped 
for  train  orders.  When  there  are  no  orders  the  signal 
must  indicate  'proceed'.  When  an  operator  receives  the 
signal  '31'  or  '19'  followed  by  the  direction,  he  must  imme- 
diately display  the  'stop  signal'  for  the  direction  indicated 
and  then  reply  'stop  displayed'  adding  the  direction,  and 
until  the  orders  have  been  delivered  or  annulled  the 
signal  must  not  be  restored  to  'proceed'.  While  'stop'  is 
indicated  trains  must  not  proceed  without  a  clearance 
card  Form  (A)." 

The  operator  must,  as  soon  as  he  receives  the  signal 
"31"  or  "19"  with  the  direction,  reply  "SD",  and  this  must 
be  done  before  the  order  is  sent,  not  as  each  operator  re- 
peats the  order  or  sends  the  "X"  response. 

If  the  operator  has  orders  for  a  train  and  he  wishes 
to  clear  a  train  running  ahead  of  it,  for  which  he  has 
no  orders,  he  will  have  to  do  so  by  giving  them  a  clearance 
card. 

"Operators  must  have  proper  appliances  for  hand 
signaling  ready  for  immediate  use  if  the  fixed  signal 
should  fail  to  work  properly.  If  a  signal  is  not  dis- 
played at  a  night  office,  trains  which  have  not  been 
notified  must  stop  and  ascertain  the  cause  and  report  the 

facts  to  the  from  the  next  available  point  of 

communication." 

Where   the   semaphore   is   used   except   within   manual 

block  territory  the  arm  indicates  "stop"  when  horizontal 

and  "Proceed"   when   in   a  vertical  or  diagonal  position. 

Diagonal   means   above   or   below   the  horizontal.     When 

rains  pass  a  train  order  signal  at  "Proceed"  by  using  a 

•./track  other  than  the  main  track,  conductor  or  engineman, 

if  no  conductor,  should  be  required  to  obtain  a  clearance 

card  or  report  to  the  operator  before  proceeding. 

Page  102 


In  the  Standard  Rules  the  following  note  to  Rule 
221  (A)  appears :  "The  conditions  which  effect  trains  at 
stations  vary  so  much  that  it  is  recommended  each  Rail- 
road adopt  such  regulations  supplementary  to  this  rule  as 
may  best  suit  its  own  requirements." 

Also  note  to  Rules  221  (A)  and  221  (B)  :  "The  Com- 
mittee has  recommended  two  forms  of  Rule  221,  leaving 
it  discretionary  to  adopt  one  or  both  of  these  forms  ac- 
cording to  the  circumstances  of  traffic." 

THE  NORMAL  POSITION  OF  TRAIN  OKDER  SIGNAL 
"STOP"  AS  USED  BY  MANY  RAILROADS. 

(Not  Standard). 

When  an  operator  is  on  duty  the  normal  position  must 
indicate  "stop",  both  semaphores  at  "stop"  by  day  and  in 
addition  a  red  light  at  night.  The  absence  of  the  light  at 
night  offices  is  a  signal  to  stop.  Some  Railroads  require 
a  green  light  to  be  displayed  in  train  order  signal  at  night 
when  the  office  is  closed  as  a  station  marker.  It  is  also  a 
safeguard  in  case  an  operator  is  called  during  the  night 
when  an  office  is  supposed  to  be  closed,  and  the  light 
should  fail  after  receiving  an  order.  If  the  green  light, 
or  "proceed  signal"  is  not  displayed  the  train  is  required 
to  stop,  examine  position  of  semaphores  and,  if  both  indi- 
cate proceed,  relight  the  signal  lamp  if  possible  and  pro- 
ceed, reporting  same  from  next  point  of  communication. 

When  engineman  comes  in  view  of  train  order  signal,  he 
is  required  to  call  for  it  by  four  short  sounds  of  whistle, 
and,  if  operator  has  no  order  for  his  train,  or  any  other 
in  the  same  direction,  a  "proceed"  signal  will  be  given 
and  same  answered  by  two  short  sounds  of  the  whistle. 
Some  Railroads  permit  the  operator  to  display  a  proceed 
signal  any  time  after  the  engineman  sounds  whistle  for  the 
station  in  order  to  eliminate  whistling. 

When  a  train  order  signal  is  out  of  order  trains  should 
be  notified  and  the  operator  must  display  a  red  flag  by  day 
and  a  red  light  by  night,  removing  same  when  called  for 
if  no  orders  for  the  train  or  other  trains  in  the  same  direc- 
tion, and  display  a  green  flag  by  day  and  a  green  light  by 
night.  After  rear  of  train  has  passed,  again  display  the 
red  signal. 

Page  103 


In  some  cases  the  office  hours  are  designated  in  the 
time-table  so  train  and  engine  men  may  determine  when 
office  is  closed.  Others  permit  the  display  of  both  sema- 
phores at  "proceed"  to  indicate  a  closed  office  at  any  hour, 
either  day  or  night,  to  which  there  is  some  objection. 

To  determine  whether  an  office  is  closed  engineman 
and  conductor  must  see  both  semaphores  at  proceed  at 
night  and,  in  addition,  a  green  light  if  one  is  required. 
The  light  may  be  seen  but  it  is  not  always  possible  to  see 
the  semaphores.  The  light  indicates  position  of  only  one 
semaphore. 

In  the  regular  manner  of  handling  a  train  order 
signal  operator  frequently  indicates  a  closed  office  under 
this  rule  when  in  reality  it  is  not  closed.  This  is  done  by 
indicating  "proceed"  for  a  train  that  takes  the  siding  and 
then  indicating  "proceed"  for  a  train  in  opposite  directon 
or  vice  versa.  Should  a  third  train  approach  before  the 
operator  places  one  or  both  semaphores  to  "stop"  position 
the  office  is  closed  to  that  train  and  they  may  proceed. 

•  When  it  is  known  that  one  train  is  to  pass  another,  the 
operator  should  not  clear  the  train  to  be  passed  with  the 
semaphore,  but  use  a  clearance  card,  keeping  signal  in 
"stop"  position  for  the  following  train  that  is  to  pass  it. 

STANDARD  CLEARANCE 


FORM  A. 

COMPANY. 


CARD 


Conductor  and  Engineman. 


November  17 19  15 


I  have    3    No    NO  further     orders  for  your  train. 

Stop  Signal  is  displayed      For  Extra  A52    Cannot  be  Cleared 
Block_          Clear 


John  Jones 


Operator. 

This  does  not  affect  any  orders  you  may  have  received. 
Conductor  and  Engineman  must  each  have  a  copy,  and  see 
that  their  train  is  correctly  designated  in  the  above  form. 

Where  Clearance  Card,  Form  A,  is  used  when  the  block  is  not  clear- 
the  line  giving-  block  indication  will  be  left  blank,  and  Permissive  Card, 
Form  C,  used  in  addition  to  Form  A. 


(See  Rules  331  A,  331  B  and  363.) 

Railroads  which  do  not  use  Form  A  in  connection  with  block  sig-nals  may 
omit  reference  thereto  in  this  form. 


Page  104 


The  Standard  Clearance  provides  for  the  total  number 
(not  each  number)  of  orders  to  be  shown  and  conductors 
and  enginemen  are  responsible  for  the  receipt  of  that 
number  addressed  to  them.  If  more  or  less,  train  should 
be  stopped  and  clearance  corrected.  The  provision  "sig- 
nal is  out  for"  would  seem  to  be  of  no  apparent  value 
under  present  day  practices.  Train  men  do  not  care 
what  the  signal  is  displayed  for  provided  it  is  not  for 
them.  If  clearance  is  received  addressed  to  their  train, 
that  is  evidence  signal  is  not  displayed  for  them.  Why 
should  it  be  necessary  for  an  operator  to  explain  to  a  con- 
ductor and  engineman  that  signal  is  displayed  for  some 
other  train? 

If  no  orders,  "no"  should  be  written  in  the  space  fol- 
lowing "I  have". 

If  train  has  once  been  cleared  and  it  becomes  neces- 
sary to  clear  them  again,  the  words  "no  further"  should 
be  written  in  the  space  following  "I  have". 

AUTHORIZATION  OF  TRAIN  BY  CLEARANCE  CARD. 

At  initial  stations  where  regular  trains  are  by  Special 
Rule  required  to  obtain  a  clearance  card  before  leaving, 
such  clearance  card  authorizes  the  train  to  run  on  the 
schedule  designated  thereon.  If  it  is  desired  to  start  a 
train  from  any  station  other  than  its  initial  station  it 
should  be  authorized  by  train  order : 

Eng.  run  as  No  to  . 

ORDER  OR  CLEARANCE  CARD  TIMED,  DATED 

AND  COMPLETED  BEFORE  MIDNIGHT 

DELIVERED  AFTER  MIDNIGHT. 

An  Order  or  Clearance  Card  timed,  dated  and  com- 
pleted before  midnight  may  be  accepted  after  midnight 
and  should  be  respected  the  same  as  if  issued  on  date  of 
departure  of  train. 

A.  R.  A.  Ruling  Sept.  9,  1902. 

"OS"  RECORD  OF  TRAINS. 

(Rule   22?) . 

"Operator    must    promptly    record    and    report    to    the 
-   the   time  of   departure  of   all   trains  and   the 
direction  of  extra  trains.     They  must  record  the  time  of 
arrival  of  trains  and  report  it  when  so  directed." 

Page  105 


Where  train  registers  are  provided,  the  conductor,  or 
engineman  if  no  conductor,  registers  time  of  arrival  and 
departure.  However,  the  operator  should  use  the  correct 
time  of  arrival  and  departure  if  time  on  the  register  is 
not  correct.  The  rule  only  requires  the  time  of  arrival 
to  be  given  when  directed,  when  in  fact  it  is  always  re- 
quired and  should  always  be  given. 

OPERATOR'S  TRANSFER. 

(Not  Standard). 

A  form  and  record  for  operator's  transfer  is  left  by 
the  American  Railway  Association  to  the  judgment  of  each 
Railroad  to  be  determined  according  to  the  circumstances 
governing  its  operation. 

The  making  of  a  written  transfer  when  one  operator 
is  relieved  by  another  in  person  is  of  vital  importance. 
It  is  not  only  a  protection  to  the  Company,  but  to  the 
operators  and,  above  all,  a  greater  protection  to  the  public. 
A  suitable  transfer  book  should  be  provided  at  each 
office  where  it  may  be  necessary  to  transfer  from  one 
operator  to  another  with  provision  made  to  indicate  the 
numbers  of  all  outstanding  or  undelivered  orders,  overdue 
trains  if  any,  and  trains  that  may  have  been  cleared  and 
are  still  in  the  yard.  The  transfer  book  should  not  be 
burdened  with  other  information.  Provision  should  be 
made  for  both  the  relieving  operator  and  the  operator 
relieved  to  sign  their  names  as  a  receipt  to  one  and  a  re- 
lease to  the  other,  giving  time  and  date  that  transfer  is 
made.  The  outgoing  operator  should  be  held  responsible 
until  his  transfer  is  signed  as  acceptance  by  the  operator 
relieving  him,  but  should  not  be  signed  until  all  orders 
listed  thereon  are  checked.  The  relieving  operator  should 
refuse  to  go  on  duty  until  such  transfer  is  received. 

In  case  of  failure  of  one  to  make  the  required  transfer, 
or  the  other  refusing  to  accept  a  transfer,  the  matter 
should  be  immediately  taken  up  with  the  Chief  Train 
Dispatcher. 

Should  it  become  necessary  for  operators  to  relieve 
one  another  for  lunch,  or  any  short  period  of  time,  a  trans- 
fer should  be  made  the  same  as  if  relieving  for  the  day. 

Page  106 


If  there  are  no  orders  or  overdue  train  to  transfer,  the 
record  should  so  state  and  must  be  handled  in  same  man- 
ner as  if  there  were  orders. 

When  an  operator  is  required  to  work  with  two  or 
more  Dispatchers  and  it  becomes  necessary  to  transfer  the 
work  on  one  portion  of  the  road  to  another  operator,  a 
transfer  should  be  made. 

The  operator  holding  the  transfer  should  not  under 
any  circumstances  permit  another  operator  to  assist  in 
the  handling  of  train  orders  or  permit  any  person  to  clear 
trains  with  train  order  signal  or  clearance  card  until  he 
has  accepted  a  transfer. 

When  there  is  a  space  of  time  that  the  office  is 
closed  between  the  hours  of  two  operators,  it  is  the  same 
as  closing  an  office  when  there  is  only  one  operator. 

The  office  should  not  be  closed  when  there  are  orders 
on  hand,  except  in  cases  where  only  track  orders  or  annul- 
ments have  been  placed;  for  example,  at  the  end  of  branch 
lines  to  be  delivered  only  to  trains  leaving  during  the 
office  hours,  or  when  there  are  two  tricks  with  a  space 
of  time  the  office  is  closed  the  operator  may,  on  instruc- 
tions from  Dispatcher,  leave  a  transfer  with  the  track 
orders  or  annulments  for  the  other  operator  coming  on 
duty  later. 

MANUAL  BLOCK  SYSTEM. 

The  Manual  Block  System  is  additional  to  and  does 
not  supersede  the  superiority  of  trains,  nor  dispense  with 
the  use  or  observance  of  other  signals. 

The  train  order  signal  in  addition  to  being  used  for 
train  orders  is  also  used  to  block  trains  and  generally  in- 
dicates three  positions— STOP,  CAUTION  and  PRO- 
CEED— normal  position  STOP. 

Block  stations  at  both  ends  of  a  block  should  be  con- 
nected by  a  local  block  wire. 

When  proceed  is  indicated  a  train  may  proceed  to 
the  next  block  station  provided  it  has  authority  by  right  or 
schedule.  When  caution  is  indicated  by  card  or  signal, 
train  must  proceed  under  control  to  next  open  block 
station  with  the  understanding  that  the  block  is  occupied 
by  a  train  moving  in  the  same  direction. 

Page  107 


The  manual  block  may  be  operated  under  any  of  the 
following  four  systems: 

(1)  Absolute  block  for  following  and  opposing  move- 
ments on  the  same  track. 

(2)  Absolute  block  for  opposing  and  permissive  block 
for  following  movements  on  the  same  track. 

(3)  Absolute  block  for  following  movements  (double 
track). 

(4)  Permissive      block      for      following      movements 
(double  track). 

Snow  plows,  wedge  plows,  rotaries  and  flangers  in- 
cluding engines  equipped  with  flangers  in  service  should 
be  moved  only  under  a  positive  block. 

Proceed  signal  must  only  be  given  when  authorized  by 
Dispatcher  except  in  case  of  circuit  failure,  then  if  block- 
is  clear  of  opposing  trains  and  operator  at  opposite  end  of 
block  is  instructed  to  hold  opposing  trains,  assuming  that 
local  block  wire  is  intact,  operator  may  space  trains  ten 
minutes  apart  restricting  them  with  a  caution  card  with 
notation  thereon  "circuit  failed". 

The  approach  of  trains  should  be  reported  to  the  Dis- 
patcher as  early  as  possible  who  will  give  instructions 
regarding  their  movement,  either  stop,  caution  or  pro- 
ceed as  requirements  demand. 

Operators  must  observe  markers  of  all  trains.  Should 
a  train  pass  without  markers,  the  fact  must  be  reported 
at  once.  If  markers  are  displayed  after  the  rear  end  has 

passed  the  train  order  signal  feet  (generally 

300  feet)  operator  will  place  signal  at  stop  and  report  train 
promptly  to  Dispatcher  stating  whether  it  is  on  the  main 
track  or  siding. 

If  necessary  to  pass  a  stop  signal  to  take  the  siding,  or 
pull  by  on  the  main  track  to  meet  a  train  or  do  station 
work,  permission  must  first  be  obtained  from  the  signal- 
man, but  this  would  not  relieve  train  and  engine  men  from 
properly  protecting  themselves  when  necessary.  After 
passing  a  stop  signal,  train  must  not  proceed  without  a 
clearance  card. 

When  clear  of  the  main  track  at  meeting  or  passing 
points,  conductor  must  report  promptly  to  signalman  and 

Page  108 


should  not  again  occupy  main  track  without  first  obtaining 
authority  from  the  signalman. 

To  avoid  delay  to  a  following  passenger  train,  inferior 
train  should  clear  in  time  to  prevent  holding  the  passenger 
train  at  the  last  open  block  station  in  the  rear. 

Work  extras  must  clear  and  report  in  time  to  prevent 
delay  to  passenger  trains  from  either  direction. 

A  train,  having  passed  beyond  the  limits  of  a  block, 
must  not  back  into  that  block  without  permission  from 
the  signalman,  or  without  proper  flag  protection  when 
required. 

On  double  track,  unless  otherwise  provided,  trains 
should  not  cross  over  or  return  until  permission  is 
obtained  from  the  signalman  and  the  movement  fully  pro- 
tected in  both  directions  as  per  Rule  99,  when  required. 

When  taking  siding  at  a  closed  block  station  or  at  a 
siding  where  there  is  no  block  signalman  conductor,  should 
report  clear  to  the  Dispatcher  by  telephone  and  before  pro- 
ceeding obtain  a  clearance.  If  circuit  fails  conductor  will 
be  governed  in  the  same  manner  as  an  operator  insofar 
as  it  is  possible  to  do  so. 

Freight  trains  going  to  such  closed  stations  or  sidings 
to  meet  freight  trains  should  obtain  a  caution  card  at  the 
nearest  open  block  station  to  the  meeting  point ;  or,  if  to 
meet  a  passenger  train,  after  freight  train  is  into  clear. 
it  should  report  to  the  Dispatcher,  before  he  will  permit 
the  passenger  train  which  is  to  be  met,  to  leave  the  nearest 
block  station  to  the  meeting  point. 

Some  Railroads  require  that  a  passenger  train  be  given 
a  train  order  meet  with  an  opposing  passenger  train  in 
addition  to  the  caution  card. 

Trains  must  not  pass  a  stop  signal  without  receiving 
a  clearance,  caution  or  permissive  card,  or  a  train  order 
authorizing  it  to  do  so,  neither  should  it  proceed  on  a 
hand  signal  as  against  a  block  signal.  Unless  otherwise 
directed,  when  two  or  more  trains  have  been  coupled  and 
move  past  any  block  station  coupled;  they  must  be  separ- 
ated only  at  a  block  station  and  the  signalman  notified. 

Train  parted  signals  must  be  given  by  engineman  and 
signalman  and  answered  in  the  usual  manner.  After 

Page  109 


parted  train  has  been   recoupled  the  signalman   must  be 
notified. 

A  block  station  must  not  be  considered  closed,  except 
as  provided  for  by  time-jtable  or  special  instructions. 

Operators  should  keep  a  block  record  sheet  and  be 
particular  to  make  all  entries  thereon,  including  crossover 
movements  and  not  depend  on  memory. 

Copies  of  all  clearance,  caution  or  permissive  cards 
should  be  filed. 

NOTE:  The  foregoing  are  the  general  principles  of 
operation  under  the  Manual  Block  System.  Rules  for 
manual  blocking  vary  to  some  extent  on  the  various  roads 
operating  under  it.  The  manual  block  system  is  becoming 
obsolete. 

CONTBOLLED  MANUAL  BLOCK  SYSTEM. 

(Staff    System). 

The  Controlled  Manual  Block  System  is  so  constructed 
as  to  require  the  co-operation  of  the  signalman  at  both 
ends  of  the  block  to  display  a  Clear  or  Permissive  Block 
Signal. 

The  signals  govern  the  use  of  the  blocks,  and  unless 
otherwise  provided,  their  indications  supersede  time-table 
superiority  and  take  the  place  of  train  orders. 

On  single  track,  when  from  any  cause  a  signalman  is 
unable  to  communicate  with  the  next  block  station  in  ad- 
vance, or  if  the  block  signal  apparatus  fails  so  it  can  not 
be  changed  from  the  normal  indication,  he  must  set  his 
signal  and  other  apparatus  so  as  to  display  their  most 
restrictive  indication,  stop  all  trains  approaching  in  that 
direction  and  be  governed  by  instructions  from  the  Super- 
intendent. If  he  is  unable  to  communicate  with  the  Super- 
intendent he  may,  after  a  train  that  has  been  authorized 
to  use  the  block  is  clear  of  such  block,  permit  regular 
trains  to  pass  stop  signal  and  proceed  with  caution  or  their 
time-table  authority,  expecting  to  find  a  train  in  the  block, 
broken  rail  or  switch  not  properly  set.  Other  than  this,  the 
same  principle  applies  as  with  the  Manual  Block  System. 

Where  the  staff  system  is  used,  a  train  must  be  gov- 
erned by  the  signals  "Head  in,"  "Proceed  on  main  track 
at  speed,"  "Staff  in  position."  "Proceed  on  main  track" 

Page  no 


prepared  to  stop  before  passing  the  staff  crane,  "staff  not 
in  position."  The  signals  are  so  arranged  and  interlocked 
that  signalman  can  not  indicate  "proceed  on  the  main 
track"  to  two  opposing  trains  at  the  same  time.  The  nor- 
mal position  of  these  signals  indicate  "Head  in." 

When  staff  has  been  received,  engineman  must  first 
ascertain  if  it  authorizes  a  move  in  the  direction  of  his 

train;  if  so,  give  whistle  signal  o o  to  trainmen  and 

proceed  regardless  of  opposing  trains. 

When  staff  system  is  out  of  order  trains  must  be  moved 
by  a  train  order  giving  them  right  over  all  opposing  trains 
to  the  next  block  station  as  there  is  no  time-table  superi- 
ority within  the  staff  limits. 

A  switching  movement  must  only  be  made  ofi.  authority 
of  a  staff  for  the  block  used. 

RUNNING  EXTRAS  WITHOUT  ORDEJ 
DOUBLE  TRACK. 

(Not  Standard). 

When,  by  special  rule,  extras  are  permitted  to  run  ou 
double  track  without  running  orders,  it  should  be  under- 
stood that  such  rule  does  not  apply  if  a  section  of  double 
track  is  singled  by  train  order.  An  order  to  run  extra 
must  be  obtained  in  this  case  regardless  of  the  distance. 

The  special  rules  of  some  Railroads  the  authority 
to  run  extra  on  double  track  must  be  authorized  by  obtain- 
ing a  clearance  card  before  leaving  specified  points,  on 
other  Railroads  extras  are  permitted  to  run  without  orders 
from  and  to  any  station  by  displaying  white  signals  and 
markers  and  moving  with  the  current  of  traffic.  When 
extras  are  so  authorized  Dispatchers  should  never  give 
work  extras  on  double  track  orders  to  "not  protect" 
against  extras  or  an  order  that  "all  extra  trains  — 
wait  at  -  —  until  • —  -"  as  he  has  no  definite 

way  of  controlling  movements.  When  necessary  to  move 
trains  against  the  current  of  traffic  or  single  a  section  of 
double  track  Dispatcher  must  not  only  first  clear  the  track 
of  trains  but  know  that  there  are  no  trains  between  those 
points  on  the  opposite  track  that  may  go  through  a  cross- 
over and  run  extra  under  the  special  rule.  The  order  must 
be  given  to  trains  in  both  directions  on  both  tracks. 
9  Page  in 


A  work  extra  should  not  be  given  right  over  all  trains 
on  one  of  the  tracks  unless  all  trains  both  ways  on  either 
track  have  received  a  copy  of  the  order. 

EXTRAS   RUNNING   WITHOUT   ORDERS— 2,  3   AND 
4  TRACKS. 

CAST  — - *  PLflTE  8.  «—  WEST 

yy*          ™f*  fOW£/)  TOW  ft  TO  WE  ft  TOWtH          TOWER 


MOVEMENT  BETWEEN  E  AND  F  BY  MANUAL  BLOCK. 
ASSIGNMENT  OF  TRACKS. 

ALL  TRAINS  BETWEEN  F  AND  E. 

NO.  2  TRACK  WESTWARD  TRAINS  G  TO  F,  E  TO  C  AND  WESTWARD 
PASSENGER  TRAINS  ONLY  C  TO  A. 

NO.  3  TRACK  EASTWARD  PASSENGER  TRAINS  ONLY  A  TO  D,  EAST- 
WARD TRAINS  D  TO  E  AND  F  TO  G. 

NO.  1  TRACK  WESTWARD  FREIGHT  TRAINS  ONLY  C  TO  A. 

NO.  4  TRACK  EASTWARD  FREIGHT  TRAINS  ONLY  A  TO  D. 

The  only  orders  necessary  are  to  help  freight  trains 
ahead  of  passenger  trains,  when  late,  from  G  to  C  on  No. 

2  track  (including  single  track  F  to  E)  and  from  D  to  G 
on  No.  3  track.    If  necessary  to  run  a  fast  eastward  freight 
train  around  a  slow  one  Dispatcher  may  notify  signalman 
at  Tower  B  to  line  up  and  head  the  slow  freight  in  on  No. 

3  (if  no  passenger  train  to  use  it)  and  signalman  at  Tower 
C  or  D  to  hold  them  in  if  necessary,  and  follow  the  fast 
freight.     In  this  way  both  trains  can  be  kept  moving  and 
the  delay,  if  any,  is  slight.  The  same  may  be  done  between 
westward  trains  between  C  and  B. 

An  eastward  local  passenger  train  may  be  moved  in 
the  same  manner  on  No.  4  track  between  C  and  D  per- 
mitting a  limited  passenger  train  to  pass  them  with  prac- 
tically no  delay. 

The  westward  or  No.  2  track  between  Crossover  1  and 
Tower  F  may  be  used  as  a  run-around  track  by  an  east- 
ward freight  train  by  placing  a  flagman  at  Crossover  1  to 
hold  all  westward  trains,  while  a  flagman  from  rear  end 
flags  a  passenger  train  against  the  current  of  traffic  on 

Page  112 


westward  track  or  between  any  two  crossovers  where  dis- 
tance and  switch  line  up  permits,  thus  saving  a  long 
freight  train  from  backing  through  a  crossover  and 
flagging  both  ways.  The  same  may  be  done  by  west- 
ward trains  between  Tower  E  and  Crossover  2. 

MOVEMENT     OF     TRAINS     WITH     CURRENT     OF 

TRAFFIC    ON    TWO    OR    MORE    TRACKS 

BY    MEANS    OF    BLOCK    SIGNALS. 

Normal  position  of  station  signals,  STOP. 

When  it  is  desired  that  train  continue  its  move- 
ment on  the  main  track,  the  upper  station  signal  indicates 
PROCEED. 

When  it  is  desired  that  train  take  the  siding,  the  lower 
station  signal  indicates  PROCEED. 

The  only  effect  the  station  signals  have  on  the  auto- 
matic block  system  is  that  the  first  automatic  signal  in  the 
rear  of  the  station  signals  (when  in  their  normal  position) 
indicates  CAUTION,  or  when  the  lower  signal  indicates 
take  siding  the  first  automatic  block  signal  in  the  rear  of 
it  indicates  CAUTION. 

When  the  upper  or  main  track  signal  indicates  PRO- 
CEED, the  automatic  block  signal  in  the  rear  of  it  would 
indicate  PROCEED.  Station  signals  are  handled  manu- 
ally, and  after  train  passes  a  proceed  station  signal  it  auto- 
matically goes  to  stop  and  can  not  be  changed  to  proceed 
until  the  train  is  clear  of  the  block. 

When  it  is  desired  to  indicate  permissive  movements  a 
second  semaphore  signal  is  placed  below. 

Station  signals  are  placed  far  enough  beyond  station 
building  to  permit  passenger  trains  to  do  station  work 
without  passing  them. 

On  portions  of  the  road  so  specified  in  the  time-table 
trains  will  run  with  the  current  of  traffic  by  block  signals 
whose  indications  will  supersede  time-table  superiority. 

Movements  will  be  supervised  by  Dispatchers  who  will 
instruct  signalmen  when  necessary. 

A  train  having  work  which  may  detain  it  more  than 
the  specified  time  stated  in  the  rules,  at  points  where  com- 

Page  113 


munication  can  not  be  had,  should  obtain  permission  from 
signalman,  approved  by  Dispatcher,  before  entering  the 
block. 

Scheduled  trains  will  not  be  run  in  sections. 

Extra  trains  will  move  without  train  orders  and  will  not 
display  signals. 

Passenger  trains  should  not  leave  a  station  in  advance 
of  their  schedule  leaving  time. 

When  stopped  by  a  station  signal  where  sidings  are 
located,  on  or  near  the  time  of  a  passenger  train,  other 
trains  should  clear  the  main  track  unless  otherwise  directed 
by  signalman. 

Conductors  must  advise  signalman  when  clear  of  main 
track. 

Yardmasters  and  signalmen  at  terminal  stations  should 
obtain  permission  from  Dispatcher  before  permitting  other 
trains  to  proceed  on  or  near  the  time  of  passenger  trains. 

A  station  signal  may  be  passed  when  stop  is  displayed 
when  necessary  to  take  siding  or  for  purpose  of  doing 
station  work,  but  the  proper  signal  should  be  displayed, 
or  permission  obtained,  before  the  train  proceeds  from  the 
station. 

A  clear  or  caution  block  signal  should  not  be  displayed 
for,  or  accepted  by,  a  train  occupying  a  siding. 

At  outgoing  switches,  where  telephones  are  placed,  con- 
ductors or  enginemen  must  receive  permission  from  sig- 
nalmen before  proceeding,  and  ascertain  whether  a  clear 
or  following  movement  is  to  be  made.  Where  there  are 
no  telephones  conductors  and  enginemen  should  obtain  per- 
mission from  signalman  to  proceed  after  obtaining  infor- 
mation as  to  condition  of  the  block. 

Signalman  must  enter  upon  his  block  register  in  place 
provided  the  track  upon  which  trains  leave  from  his  sta- 
tion, and  whether  the  movement  is  made  under  a  clear 
or  caution  indication. 

In  reporting  the  train  to  the  block  station  in  advance, 
the  name  or  number  of  track  on  which  train  is  moving 
should  be  stated. 

Except  as  effected  hereby,  all  block  signal  and  train 
rules  should  be  respected. 

Page  114 


PLATE   9  MOVEMENT  OF  TRAINS  WITH  AND  AGAINST  THE 

'    CURRENT  OF  TRflFFIC  ON  DOUBLE  TRflCK  BY  BLOCK  SIGNflLS 


WESTWARD  STA.  SIGN/ 
(SEMI  AUT.)  " 
CROSSOVER  NO.J 


WESTWARD 
SIDING  D. 


^ 


WESTWARD  STA.  5IGI> 
(SEMI-AUT.) 


STflTION  C. 


WESTWARD 
SIDING  C. 


WESTWARD  STA. 

SIGNALS 

(SEMI-AUT.) 


WESTWARD 

SIDING  B. 


CROSSOVER  NO.I. 


WESTWARD  STA.  SIGNALS. 

(SEMI-AUT.) 


, EASTWARD  STA. 
SIGNALS 

(SEMI-AUT.) 

ISMIOND. 


EASTWARD 
SIDING  C. 


^EASTWARD  STA. 
SIGNALS 

(SEMI-AUT  1 


CROSSOVER  N0.2 
STA.C 


,  EASTWARD  STA. 
SIGNALS 

(SEMI-AUT.) 


EASTWARD  STA. 
SIGNALS. 

(SEMI-AUT  1 

STflTION  ft 


N0.2  MOVING  dGdMS-r  CURRENT 
OF  TRflFFIC  FROM  CROSSOVER 
Ml  07  SJAftfO  CROSSOVER 
NO. 2  NEfJRSTfi.C. 


NOTE 

SIGNflLBLMS 
flflE  PfllNTFD 
DFFERENTOAf 


MflYBE  EITHER 
UPPER  OR  LOWER 


STflTION  SIGNflLS. 


PROCEED  WITH  CAUTION 

KiPREPARED 
€^•10 
A  HEAD  IN. 


MOVEMENT   OF   TRAINS  AGAINST   THE   CURRENT 

OF  TRAFFIC  ON  TWO  OR  MORE  TRACKS 

WHERE  TRAINS  ARE  OPERATED  BY 

MEANS  OF  BLOCK  SIGNALS. 

(See   Plate  9). 

D-FORM  R 

No.  2  has  right  over  opposing  trains 
on  No.  i  (or  westward)  track  A  to  C, 

or 

After  No.  3  arrives  at  A  No.  2  has  right 
over  opposing  trains  on  No.  I  (or  'west- 
ward) track  A  to  C. 

Before  No.  2  is  authorized  to  move  against  the  current 
of  traffic  from  Station  A  to  Station  C  the  westward  track 
must  be  cleared  of  all  opposing  trains  and  D-Form  R 
order  completed  to  signalman  at  C  and  to  all  opposing 
trains  at  the  first  station  (D)  preceding  Station  C,  at 
which  point  (C)  the  train  returns  to  the  eastward  track, 
also  to  the  signalmen  at  each  intermediate  station  between 
the  limits  of  the  reverse  movement,  which  would  be  Sta- 
tion B  under  this  order.  See  plate  9,  page  115. 

The  signalman  at  Station  C  where  No.  2  returns  to 
the  eastward  track  must  not  send  the  X  response  or  repeat 
the  order  until  he  is  positive  his  signal  is  at  STOP  and  dis- 
tant signal  indicates  CAUTION.  The  following  signals 
will  then  be  displayed  against  opposing  trains  protecting 
the  movement  of  No.  2  against  the  current  of  traffic  A  to 
C,  i.  e., 

block  signal  east  of  D  at  CAUTION, 
station  signal  at  D  at  STOP, 
block  signal  east  of  C  at  CAUTION, 
station  signal  at  C  at  STOP, 
block  signal  east  of  B  at  CAUTION, 
station  signal  at  B  at  STOP, 

other  automatic  block  signal  indications  between  A  and  D 
as  may  be  caused  by  the  line-up  of  crossover,  or  by  the 
movement  of  No.  2. 

Before  permitting  the  reverse  movement  the  signalman 
at  Station  A  must  examine  his  block  record  and  ascertain 
that  block  is  clear  of  opposing  trains.  If  so,  he  must 
then  ask  permission  of  Signalman  at  B,  the  next  block 

Page  115 


station  in  advance,  to  permit  the  move.  Before  giving  this 
permission  Signalman  at  B  must  see  that  STOP  is  dis- 
played for  opposing  trains  on  westward  (or  No.  1)  track 
and  reply  S.D.  for  No.  2  on  westward  (  or  No.  1)  track. 
Signalman  at  A  may  then  deliver  clearance  card  (Form 
A)  as  hereinafter  provided.  If  block  is  not  clear  signal- 
man at  B  will  so  inform  signalman  at  A  and  movement 
can  not  be  made. 

The  same  procedure  must  apply  before  No.  2  enters 
blocks  between  B  and  C. 

Before  making  a  movement  against  the  current  of 
traffic,  after  having  received  an  order  under  D-Form  R, 
conductor  and  engineman  must  obtain  a  clearance  card 
reading  "No  orders"  or  "No  further  orders"  and,  in  addi- 
tion, "Block  clear"  or  "Block  occupied  by train 

ahead,  proceed  with  caution",  and  must  stop  before  pass- 
ing each  train  order  or  block  signal  cabin  or  office,  unless 
they  receive  such  a  clearance  card.  Signalmen  at  inter- 
mediate stations  must  not  permit  any  engine  or  train  to 
cross  over  or  occupy  the  opposite  track  until  after  the 
passage  of  No.  2  on  westward  track.  No  other  trains 
should  be  permitted  to  occupy  the  same  block  with  a  pas- 
senger train,  but  other  trains  may  be  permitted  to  make 
following  movements  when  directed  by  Dispatcher  and 
authorized  clearance  card  is  received  from  signalman. 

On  arrival  at  C,  No.  2  should  if  practicable  return  to 
eastward  track  through  first  crossover  protecting  the  move 
as  provided  by  Rule  99,  unless  properly  protected  by 
signals. 

After  returning  to  eastward  track,  No.  2  must  obtain 
clearance  card  (Form  A)  stating  if  block  is  "clear"  or 
"occupied"  by  trains  ahead,  and  other  information  re- 
quired by  such  clearance. 

The  display  of  markers  must  be  the  same  as  required 
when  moving  against  the  current  of  traffic  where  time- 
table superiority  applies. 


Page  116 


ADDITIONAL  RULES  FOR  THREE  OR  MORE 
TRACKS. 

(Rules  F-271,  272  and  273). 

"The  main  tracks  shall  be  designated  by  numerals,  and 
their  use  indicated  by  special  instructions. 

"On  portions  of  the  road  so  specified  on  the  time-table, 
trains  will  run  with  the  current  of  traffic  by  block  signals, 
whose  indications  will  supersede  time-table  superiority." 

Note:  For  display  of  markers  on  three  or  more  tracks  see 
page  29. 

ORDER  NUMBERS  AND  DATE  SHOULD  BE 
CONSIDERED. 

While  an  order  of  a  higher  number  or  later  date  does 
not  constitute  a  supersedure,  it  is  sometimes  necessary  to 
consider  the  order  first  issued  more  as  a  matter  of  pre- 
caution. Also,  where  several  orders  are  received  at  the 
same  train  order  office  it  helps  to  obtain  a  clear  under- 
standing of  them. 

FORM  A— MEETING  POINTS. 

Trains  can  not  meet  on  double  track  but  may  meet  at 
the  end  of  double  track. 

'-*)  In  moving  a  train  against  an  opposing  superior  train  to 
the  end  of  double  track  Form  "C"  (right  over)  should  be 
used. 

If  a  meet  is  made  on  single  track  and  it  becomes  neces- 
sary to  change  the  order  to  advance  the  inferior  train  to 
the  end  of  double  track  the  "meet"  should  be  annulled  and 
a  "right"  order,  Form  "C",  issued,  which  is  preferable. 
However,  the  order  may  be  changed  to  read  "meet  at  End 
of  Double  Track  (or  the  station  which  is  the  end  of 

double  track)  instead  of  -".     In  this  case  if  the 

train  on  double  track  has  not  reached  the  meeting  point, 
the  train  moving  from  the  single  to  double  track  may  pro- 
ceed on  its  run  on  double  track  with  safety  provided  it 
has  not  received  an  order  which  singles  the  double  track 
or  order  moving  train  to  be  met  against  the  current  of 
traffic.  The  register  at  the  end  of  double  track  may  then 
be  checked  by  the  train  going  from  double  to  single  track. 

If  an  opposing  extra  on  single  track  can  not  be  reached 
before  it  arrives  at  the  end  of  double  track,  an  engine  may 

Page  117 


be  given  running  orders  from  a  point  on  the  double  track 
to  a  point  on  single  track  with  orders  to  meet  the  oppos- 
ing extra  at  the  end  of  double  track,  or  an  order  not  to 

leave  the  end  of  double  track  unless  Extra has 

arrived.  If  no  other  provision  for  checking  against  the 
Extra  to  be  met  an  observation  check  must  be  made  while 
running  on  the  double  track.  If  any  doubt  as  to  positive 
identification  in  this  case,  proceed  only  under  protection. 

„     ODD  NUMBERS  WESTWARD  AND     < 

SUPERIOR  BY  DIRECTION 
ABCDEFGH 

o o o o o o o o 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
/  THIRD  CLASS  NUMBERS  40  TO  50. 

'  If  an  engine  is  given  an  order  to  run  extra  and  it  is 
necessary  for  it  to  remain  at  its  initial  station  for  an 
opposing  extra,  the  order  should  read  "After  the  arrival 
of  Extra  99  West  at  B  Eng  200  run  extra  B  to  H."  As 
the  order  to  the  extra  is  not  effective  until  the  arrival  of 
Extra  99  West,  Engine  200  must  remain  into  clear  until 
it  arrives. 

If  a  meet  is  made  at  C  by  Order  No.  1  and  is  after- 
wards superseded  to  meet  at  D  instead  of  C  by  Order 
No.  2  and  it  then  becomes  necessary  to  change  the 
meet  again  to  C  instead  of  D,  Order  No.  2  should  first  be 
annulled  and  a  meet  made  at  C.  If  Order  No.  3  reads 
"meet  at  C  instead  of  D"  it  is  liable  to  be  misunderstood, 
especially  should  a  train  receive  Orders  Nos.  2  and  3  at 
the  same  office.  Conductors  and  enginemen  should  in  this 
case  note  the  numbers  of  the  orders  and  read  the  lower 
number  first  unless  they  are  of  different  dates,  then 
read  the  one  of  earlier  date  first  regardless  of  the  num- 
ber. The  Dispatcher,  however,  should  not  create  such  a 
condition. 

If  a  meet  is  made  with  a  work  extra  with  the  time 
limit  of  the  work  extra  known,  the  American  Railway 
Association  has  ruled  that  the  meet  holds  good  after  the 
expiration  of  time  limit.  A.  R.  A.  Ruling  Sept.  7,  1893 
and  Oct.  17,  1910. 

If  a  train  receives  an  order  to  meet  a  regular  train  at 
"D"  and  on  arrival  at  "D"  it  is  given  right  over  the  same 

Page  118 


train  "D"  to  "H",  it  must  meet  it  at  "D"  unless  the  Dis- 
patcher annuls  the  meet. 

If  a  superior  train  receives  an  order  to  meet  an  in- 
ferior train  at  a  Register  Station  and  it  finds  the  inferior 
train  in  the  yard  without  signals  and  with  markers  prop- 
erly display  before  it  reaches  the  register,  the  superior 
train  must  not.  consider  it  has  met  the  inferior  train 
but  check  the  register  for  signals  that  the  inferior  train 
may  have  displayed  to  the  register  station.  If  the  inferior 
train  is  not  to  be  seen  on  arrival  of  the  superior  train  the 
register  must  be  checked  to  ascertain  if  it  has  arrived. 
If  not,  should  the  superior  train  move  out  to  the  opposite 
end  of  yard  and  find  the  inferior  train  without  signals 
and  with  markers  properly  displayed  (also  indicators,  if 
so  equipped)  it  might  proceed  against  a  following  section. 
The  importance  of  checking  the  register,  even  though 
inferior  train  is  not  in  sight,  is  that  it  may  have  arrived 
and  equipment  moved  elsewhere,  or  may  have  arrived 
displaying  signals  to  that  point,  registered  in,  and,  after 
so  doing,  backed  up  into  the  yard  where  it  can  be  seen 
without  signals,  or  signals  taken  down  after  registering 
in  and  before  train  passes  the  register.  The  superior  train 
should  be  held  responsible  if  it  leaves  before  it  positively 
knows  the  schedule  of  the  train  it  is  to  meet  has  been 
fulfilled  into  the  register  meeting  point. 

"A  train  order  must  not  be  sent  to  a  superior  train  at 
the  meeting  point  if  it  can  be  avoided.  When  a  train  order 
is  so  sent,  the  fact  will  be  stated  in  the  order  and  special 
precautions  must  be  taken  to  insure  safety."  The  follow- 
ing form  is  generally  used :  "  This  order  to  — 
at  -  -".  In  addition  to  this  notice,  the  Dispatcher 

should  always  instruct  the  operator  to  take  the  necessary 
precaution  to  stop  the  train  before  it  reaches  the  switch 
at  which  the  inferior  train  (that  the  superior  train  knows 
nothing  about)  takes  the  siding.  If  the  station  where  the 
superior  train  receives  the  order  is  not  a  regular  stop,  or 
there  is  a  descending  grade,  or  the  approach  of  the  superior 
train  is  obscure  by  fog,  storm  or  obstruction  of  any  kind, 
or  the  station  is  located  near  the  switch  where  inferior 
train  takes  the  siding,  the  operator  should  go  out  in  the 

Page  119 


direction  from  which  the  superior  train  is  coming  and 
give  it  additional  stop  signals. 

If  an  order  is  received  reading  as  follows : 

"No.  i  meet  No.  2  at  B 

instead   of  C" 

if  No.  1  has  not  as  yet  received  the  order  to  meet  No.  2 
at  C,  they  must  respect  the  meeting  point  at  B  and  it  is 
not  necessary  that  they  have  a  copy  of  the  order  to  meet 
at  C  when  or  after  the  order  to  meet  at  B  is  received.  If  it 
is  given  them,  the  moment  it  is  received  it  is  superseded. 

FOKM  B— PASS  OR  RUN  AHEAD. 

When  a  train  is  to  pass  another  by  train  order  both 
should  run  according  to  rule  to  the  designated  point  and 
there  arrange  for  the  rear  train  to  pass  promptly.  The 
rule  is  silent  in  regard  to  taking  the  siding,  no  doubt 
owing  to  conditions  that  may  exist,  i.  e.,  length  of  trains, 
siding,  grade,  whether  there  are  cars  on  the  siding  or  not, 
whether  it  is  a  spur  or  a  matter  of  delay  to  the  important 
train. 

Unless  there  is  some  good  reason  for  not  doing  so  the 
leading  train  should  take  siding  and  allow  the  following 
train  to  pass  without  delay  and  possibly  without  stopping. 
The  train  that  is  to  pass  should  always  approach  the 
passing  point  prepared  to  stop  if  the  train  to  be  passed  is 
on  the  main  track,  and  not  assume  that  they  are  on  the 
siding  or  that  they  have  the  switches  lined  up  for  passage 
through  the  siding.  If  the  train  to  be  passed  holds  the 
main  track  they  should  not  assume  that  it  is  not  necessary 
to  send  a  flagman  to  the  rear,  even  though  the  switches 
are  lined  up  to  run  the  following  train  through.  The 
fact  that  the  first  switch  is  lined  up  does  not  mean  that 
the  switch  at  farther  end  is  also  lined  up  or  that  the  siding 
is  clear.  The  train  that  is  to  pass  must  be  prepared  for 
any  emergency. 

If  the  train  to  be  passed  lines  up  one  or  both  switches 
they  should  close  them  and  the  train  that  is  to  pass  should 
close  only  those  they  open  unless  those  they  find  open  are 
not  in  charge  of  a  trainman. 

When  an  order  is  given  for  a  train  to  run  ahead  of  an- 
other until  overtaken  or  to  pass  when  overtaken  unusual 

Page  120 


precaution  should  be  taken  at  the  point  where  they  are 
to  pass  as  the  passing  point  is  indefinite  and  following  train 
does  not  know  where  they  are  to  pass  until  they  get  there. 

These  two  forms  should  not  be  used  except  in  extreme 
cases.  Some  Railroads  prohibit  their  use  and  some  omit 
the  forms  when  adopting  a  book  of  rules.  When  such  is 
the  case  the  positive  form  has  to  be  used  and  rather  than 
delay  an  important  train  the  leading  train  generally  permits 
them  to  pass  before  the  point  named  in  the  order  is 
reached,  if  overtaken,  and  in  such  cases  we  have  created 
about  the  same  condition  that  the  Standard  form  would 
create. 

When  a  train  receives  an  order  to  run  ahead  of  another 
until  overtaken,  and  sections  are  not  mentioned,  the  Ameri- 
can Railway  Association  ruled  Oct.  21,  1912,  that  when 
overtaken  by  the  first  section  the  train  has  no  authority 
to  proceed  ahead  of  the  following  sections  from  that  point 
without  further  orders.  The  same  principle  undoubtedly 
should  apply  when  a  train  is  given  an  order  to  pass  an- 
other when  overtaken. 

A  freight  train  should  not  be  given  an  order  to  run 
ahead  of  a  first  class  train  except  in  emergency  cases,  and 
then  only  to  the  first  practicable  point  of  passing. 

A  time  order  should  be  used  when  possible. 

When  a  first  class  train  is  being  indefinitely  delayed  or 
in  case  of  a  blockade,  the  form  to  run  ahead  may  have  to 
be  used,  also  in  moving  extras  ahead  of  local  freight 
trains. 

When  an  inferior  train  is  given  an  order  to  pass  a 
superior  train  right  is  conferred  to  run  ahead  of  the 
superior  train  from  that  point.  After  passing  the  train  the 
same  relative  condition  exists  as  it  does  when  an  order  is 
issued  to  run  ahead. 

Under  the  old  rule  of  Example  3,  Form  B,  the  second 
named  train  must  not  exceed  the  speed  of  the  first  named 
train  between  the  points  designated. 

A  ruling  by  the  American  Railway  Association  April 
19,  1909,  states  "The  Standard  Code  of  The  American 
Railway  Association  does  not  provide  for  rules  covering 
certain  details  of  operation,  but,  as  pointed  out  in  numer- 

Page  121 


ous  foot  notes,  leaves  such  matters  to  be  covered  by  each 
road  to  suit  its  individual  requirements.  The  Committee 
on  Train  Rules  does  not  attempt  to  establish  speeds  for 
extra  train  movement.  In  the  case  of  railroads  equipped 
with  automatic  or  other  block  signal  systems,  the  answer 
to  this  question  is  found  in  the  protection  afforded  by  such 
systems.  In  the  absence  of  block  signals,  information 
covering  speed  would  probably  be  found  in  the  special  in- 
structions contained  in  the  time-table,  or  by  bulletin  notice, 
or  other  practice  in  vogue.  Thus,  if  the  rules  of  the  rail- 
road restricted  the  speed  of  extra  trains  to  30  miles  per 
hour,  or  to  20  miles  per  hour,  the  second  named  train  would 
not,  under  Example  3  of  Form  B,  exceed  those  speeds.  If, 
however,  there  were  no  rules  in  force  placing  a  speed 
restriction  upon  extra  trains,  it  would  appear  that  Rules 
105  and  106  should  apply  in  the  case  of  the  second  named 
train,  and  that  good  judgment  and  knowledge  on  the  part 
of  the  engineman  of  that  train  as  to  the  average,  or  prob- 
able, speed  that  an  extra  train  would  actually  make  on  that 
portion  of  the  road  should  govern." 

It  would  seem  that  the  object  of  the  rule  stating  the 
second  named  train  must  not  exceed  the  speed  of  the  first 
is  to  confine  the  speed  of  the  following  train  to  that  of  the 
leading  train  to  prevent  a  rear  end  collision  while  both 
trains  are  moving.  As  is  ruled  by  the  American  Railway 
Association,  if  within  a  block  signal  system,  protection  is 
afforded  by  such  system.  If  on  straight  track  and  a  clear 
day  the  absence  of  the  leading  train  for  a  reasonably  safe 
distance  also  affords  protection,  but  where  the  view  is 
obscure  by  fogs,  storms,  canyons,  tunnels,  smoke  or  at 
night  the  only  safe  procedure  is  to  run  under  control,  that 
is,  to  be  able  to  stop  if  leading  train  should  suddenly 
appear  in  view.  The  brakeman  (flagman)  on  the  leading 
train  should  take  these  conditions  into  consideration  and 
occasionally  throw  off  a  fusee,  if  conditions  warrant  and 
especially  if  speed  is  materially  reduced. 

"When  an  inferior  train  receives  an  order  to  pass  a 
superior  train,  right  is  conferred  to  run  ahead  of  the  train 
passed  from  the  designated  point".  This  means  to  run 
from  the  designated  point  to  the  end  of  the  run  of  the 

Page  122 


inferior  train  on  the  Division,  or  Subdivision,  if  subdivided, 
whether  it  is  a  regular  or  extra  train. 

Under  the  new  1915  revision  it  states  "Unless  some 
form  of  block  signals  is  used,  the  following  train  will 
run  with  caution,  looking  out  for  the  designated  train 
ahead  until  the  order  is  fulfilled". 

FORM  C— RIGHT  OVER  AN  OPPOSING  TRAIX. 

(This    form   applies   to   single  track   only). 

The  general  assumption  that  an  order  giving  one  train 
right  over  another  reverses  superiority  by  direction  is 
wrong.  Superiority  by  direction  is  conferred  by  time- 
table and  applies  only  on  single  track  between  opposing 
trains  of  the  same  class.  An  order  giving  one  train  right 
over  another  under  Form  C  applies  not  only  between  op- 
posing trains  of  the  same  class,  but  of  different  classes, 
and  also  between  a  classified  train  and  an  extra  train.  If 
we  say  the  form  reverses  superiority  by  direction,  we  are 
conferring  superiority  by  direction  by  train  order  as  long 
as  the  order  is  in  effect,  and  when  applied  between  trains 
of  different  classes  we  would  have  to  admit  that  superiority 
by  class  could  be  conferred  by  train  order  when,  in  fact, 
only  superiority  by  right  can  be  so  conferred.  Right  is 
simply  a  higher  superiority  than  superiority  by  direction  or 
class,  and  supersedes  in  so  far  as  they  conflict. 

It  is  not  permissible  under  the  Standard  Rules  to  apply 
this  form  between  trains  of  the  same  class  in  the  same 
direction.  However,  it  becomes  necessary  at  times  to  do 
so,  the  authority  for  which  is  that  portion  of  the  second 
paragraph  of  Rule  201  relative  to  train  orders,  i.  e.,  "They 
must  be  brief  and  clear  in  the  prescribed  form  when 
applicable". 

If  a  local  or  slow  first  class  train,  making  stops  on  flag 
at  many  stations,  is  running  ahead  of  a  fast  train,  espe- 
cially when  train  order  offices  are  few  it  would  be  good 
judgment  to  use  Form  C  and  give  the  fast  train  right  over 
the  slow  one  and  require  the  slow  train  to  clear  its  time. 
Such  clearance  should  be  at  least  five  minutes.  Form  B 
would  not  be  practicable  and,  if  used,  would  be  more  dan- 
gerous, especially  if  no  block  signal  system,  than  Form  C, 
not  considering  the  delay  that  might  result  from  the  use 
of  Form  B. 

Page  123 


This  form  does  not  authorize,  so  far  as  the  examples 
go,  the  Dispatcher  to  give  an  extra  right  over  an  opposing 
extra,  yet  it  is  the  general  practice  and  not  only  good, 
but  necessary.  Without  its  use  between  opposing  extras  it 
would  be  next  to  impossible  to  handle  manifest  and  stock 
trains  without  serious  delay,  or  to  get  helper  engines  to 
the  cutting  in  point  to  help  important  trains. 

"If  the  trains  meet  at  either  of  the  designated  points, 
the  first  named  train  must  take  the  siding,  unless  the 
order  otherwise  prescribes." 

When  a  regular  train  is  given  right  over  an  opposing 
regular  train,  the  opposing  train,  when  it  reaches  the 
limits  of  the  order,  may  proceed  within  the  limits  before 
the  other  train  arrives,  provided  it  can  clear  the  train 
given  right  as  many  minutes  as  it  was  before  required 
to  clear  the  superior  train,  in  which  case  the  conductor 
should  notify  the  train  holding  right  of  its  arrival,  stopping 
if  necessary.  If  this  is  not  done  it  is  liable  to  cause  delay 
when  the  train  given  right  arrives  at  the  limit  of  the 
order  and  has  to  wait  for  the  unidentified  train  that  may 
have  been  met  and  that  is  superior  beyond  that  point.  It 
may  also  cause  a  collision  in  case  a  section,  over  which 
right  has  been  given,  displays  green  signals  and  clears  the 
time  within  the  limits  of  the  order  and  is  not  identified, 
and  the  train  given  right  has  nothing  against  the  following 
section. 

It  is  the  Dispatcher's  duty  to  issue  the  necessary  orders 
to  prevent  such  a  condition.  In  case  of  a  flag  move,  how- 
ever, unforseen  conditions  might  arise  to  prevent  him  from 
doing  so,  therefore  the  importance  of  complying  with  the 
rule. 

When  an  extra  is  given  right  over  a  regular  train,  the 
regular  train  must  not  go  into  the  limits  of  the  right 
order  unless  directed  by  train  order  to  do  so.  When  so 
directed,  whether  a  regular  train  or  an  extra,  such  order 
does  not  supersede  the  right  order  and  must  be  considered 
as  only  helping  an  inferior  train  against  a  train  of  superior 
right  as  was  conferred  by  the  right  order. 

If  Eng  99  holds  a  running  order  H  to  A  and  Dis- 
patcher desires  to  move  opposing  Extra  100  East  A  to  H 

Page  124 


ODD  NUMBERS  WESTWARD  AND      _  ... 

SUPERIOR  BY  DIRECTION  ~W 

ABCDEFGH 

O O O O O O O O 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

and  gives  it  right  over  Extra  99  West  A  to  D  or 
short  of  its  destination,  it  would  be  necessary  to  pro- 
tect the  two  opposing  extras  between  D  and  H  in  case 
Extra  99  West  had  not  arrived  at  D  before  order  is  com- 
pleted to  Extra  100  East.  This  may  be  done  by  adding 
to  the  order  "Extra  100  East  take  siding  and  not  leave 
D  unless  Extra  99  West  has  arrived."  Stating  that  Extra 
99  West  receives  the  order  at  D  is  not  sufficient  protection. 
If  the  above  form  does  not  appear  in  the  order  conductors 
and  engineman  cannot  object  as  it  may  be  that  the  oppos- 
ing extra  arrived  at  D  before  the  order  was  completed 
to  Extra  100  East,  or  did  not  exist  between  H  and  D.  The 
responsibility  rests  with  the  Dispatcher  unless  conductors 
and  enginemen  held  copies  of  each  other's  running  orders, 
and  no  provision  is  made  to  meet,  in  which  case  it  would 
be  proper  to  object. 

When  an  extra  is  given  right  over  an  opposing  extra 
no  portion  of  the  opposing  extra's  territory  must  be  left 
unprotected. 

FORM  E— TIME   ORDERS. 

There  is  quite  a  difference  in  the  application  of  a 
"run  late"  and  a  "wait"  order  to  a  schedule.  The  "run 
late"  applies  between  the  stations  named  in  the  order,  while 
the  wait  order  applies  between  the  "waiting"  station  and  the 
first  station  in  advance  where  the  schedule  time  is  the 
same  or  later  than  the  waiting  time,  or  the  greatest  waiting 
time  when  there  is  more  than  one  "wait",  for  example : 
(i)  No.  2  run  30  mins.  late  B  to  E. 

The  30  minutes  applies  additional  to  the  schedule  times 
at  B,  C  and  D,  but  not  to  the  leaving  time  at  E,  because 
No.  2  is  moving  out  of  E  and  the  leaving  time  at  E  would 
be  applicable  only  between  E  and  H  and  not  between  B 
and  E.  If  No.  2  had  an  arriving  time  at  E,  then  the  30 
minutes  would  apply  at  B,  C,  D  and  to  the  arriving  time 
at  E.  As  the  30  minute  run  late  does  not  apply  to  the 

Page  125 


leaving  time  at  E,  the  Dispatcher  may,  if  he  desires,  start 
a  first  section  of  No.  2  from  E  on  time,  therefore  an 
opposing  inferior  train  must  clear  No.  2's  schedule  time 
at  E,  but  may  use  the  30  minute  run  late  between  E  and  B. 
(2)  No.  2  run  30  mins.  late  B  to  E  and  20  mins.  late 
E  to  G. 

This  is  equivalent  to  two  orders,  one  30  minutes  late 
B  to  E,  the  other  20  minutes  late  E  to  G.  The  Dispatcher, 
under  this  order,  can  not  start  a  first  section  from  B, 
C  or  D  less  than  30  minutes  late  or  from  E  or  F  less 
than  20  minutes  late,  but  one  may  be  started  from  G  on 
time.  When  a  schedule  is  restricted  by  a  train  order  any 
train  that  may  be  run  on  that  schedule,  whether  a  section 
or  a  train  without  signals,  must  be  given  such  restriction. 

ORDER  3 

No.  2  wait  at  C  until  9:35  A.  M. 
for  Extra  99  West. 
Schedule  time  of  No.  2 

A     8 :50  A.  M. 

B     9:00  A.  M. 

C     9:10  A.  M. 

D     9 :20  A.  M. 

E     9 :30  A.  M. 

F     9 :40  A.  M. 

G     9 :50  A.  M. 

H  10  :00  A.  M. 

This  order  makes  No.  2's  time  at  C,  D  and  E  9:35 
A.  M.,  or  the  wait  order  applies  between  C  and  F  but 
not  at  F,  because  the  leaving  time  at  F  is  greater  than 
the  wait  at  C.  The  Dispatcher  must  not  start  a  first 
section  of  No.  2  from  C,  D  or  E  before  9:35  A.  M.,  but 
may  start  one  from  F  on  time.  If  the  wait  was  9:30 
A.  M.  instead  of  9:35  A.  M.  it  would  apply  only  between 
C  and  E.  The  wait  and  schedule  time  at  E  then  being 
the  same  (9:30  A.  M.)  the  Dispatcher  could  start  a  first 
section  from  E  on  time.  Under  this  form  only  Extra  99 
West  may  use  the  order  and  No.  2  may  leave  C  before 
9  :35  A.  M.  if  Extra  99  West  has  arrived,  the  order  then 
being  fulfilled.  When  a  wait  order  does  not  state  what 
the  train  is  waiting  for,  it  must  not  leave  before  the  speci- 
fied time  as  any  inferior  opposing  train  may  use  it.  Under 

Page  126 


Example  4  of  the  form  any  inferior  train  (either  direc- 
tion) may  use  the  time  and  No.  2  must  not  leave  any 
of  the  stations  designated  before  the  time  specified. 

ORDER  4 

No.  2  wait  at  C  until  9:35  A.  M. 
D  until  9:43  A.  M. 
E  until  9:50  A.  M. 

This  order  makes  the  schedule  time  at  C  25  minutes 
later,  D  23  minutes  later,  E  20  minutes  later  and  F  10 
minutes  later,  and  permits  No.  2  to  make  up  time  on  its 
schedule.  In  case  of  bad  track  the  waits  may  be  made 
such  as  to  require  No.  2  to  lose  time.  This  is,  beyond 
doubt,  one  of  the  best  time  orders  that  can  be  issued, 
however,  if  it  is  desired  that  a  train  make  only  its  sched- 
ule time  then  the  "run  late"  form  should  be  used.  The 
wait  at  E  (the  greatest  wait  of  the  three)  being  10  min- 
utes later  than  the  schedule  at  F,  this  order  effects  the 
schedule  time  at  F  10  minutes.  The  Dispatcher  must  not 
start  a  first  section  from  C,  D  or  E  before  the  times  op- 
posite those  stations,  nor  from  F  before  9:50  A.  M.  A 
first  section  may  be  started  from  G  on  time  as  the  sched- 
ule at  G  is  not  restricted.  Any  inferior  train  moving  in 
the  same  direction  may  run  ahead  of  No.  2  clearing  these 
times  as  much  as  it  was  before  required  to  clear  the 
schedule  time.  As  the  last  or  greatest  wait  (at  E)  is  later 
than  the  schedule  time  at  F  any  inferior  train  in  same 
direction  may  go  as  far  beyond  F  as  possible  clearing 
the  9  :50  A.  M.  as  required  by  the  rule.  This  form  may 
be  used  over  a  part  of  a  Division  or  Subdivision  (see  A. 
R.  A.  ruling  Oct.  18,  1915).  As  we  are  not  restricted  as 
to  the  number  of  waits  that  may  be  made  in  one  order, 
if  the  order  under  this  example  contained  only  one  wait, 
it  should  apply  in  principle  the  same  as  if  there  were  two 
or  more,  but  Dispatcher  should  not  use  the  one  wait  to 
permit  a  movement  in  same  direction.  The  time  of  a 
"run  late"  order  should  be  such  as  to  be  easily  added  to 
the  schedule  time  as  5  or  0,  preferably  0. 

If  No.  4  is  given  right  over  No.  5  B  to  F  and  a  wait 
at  D  until  9:30  A.  M.,  No.  4  must  not  consider  that  the 
wait  applies  only  to  No.  5,  but  remain  at  D  until  9:30  A. 

10  Page  127 


M.  although  No.  5  arrives  before  that  time.  Any  train 
receiving  such  order  may  use  the  9:30  A.  M.  wait  east 
of  D  against  No.  4  unless  it  states  that  they  are  waiting 
for  No.  5. 

The  following  is  not  standard  but  it  or  its  equivalent 
has  been  in  general  use  on  many  Railroads  for  a  number 
of  years  and  has  proven  helpful  in  the  prompt  and 
safe  movement  of  trains.  The  A.  R.  A.  seems  to  be  unable 
to  see  its  way  clear  to  adopt  it  as  standard  like  some  other 
forms  and  rules  that  have  been  used  and  proven  highly 
beneficial : 

ORDER  5 
No.  2  run  10  mins.  late  on  Order  4. 

This  order  states  that  No.  2  will  run  10  minutes  late  on 
Order  4,  therefore  the  10  minutes  must  only  be  added  to 
the  times  of  Order  4  and  does  not  in  any  way  apply  to 
the  schedule  time  of  No.  2.  The  order  increases  each  wait 
in  Order  4,  10  minutes,  and  Dispatchers,  train  and  engine 
men  should  be  governed  the  same  as  if  a  new  wait 
order  had  been  issued  making  the  time  10  minutes  greater 
than  the  time  of  Order  4.  Should  it  become  necessary 
to  run  No.  2  ten  minutes  late  and  not  have  it  apply  at  C 
then  the  order  should  read  "No.  2  run  10  minutes  late  on 
Order  4  from  D."  The  10  minutes  must  then  only  be 
added  to  the  times  of  Order  4  at  D  and  E.  The  object 
of  not  giving  the  station  to  which  No.  2  is  to  run  10 
minutes  late  on  Order  4  is  to  make  the  time  apply  at  the 
last  wait  in  the  order  and  in  this  respect  it  only  differs 
from  the  run  late  form  authorized  by  the  Standard  Rule. 

There  are  many  good  reasons  why  this  form  is  bene- 
ficial and  space  only  prevents  giving  those  reasons.  The 
fact  that  it  has  been  used  for  over  twenty-five  years  and 
given  good  results  ought  to  be  sufficient.  It  should  not 
be  used  unless  authorized  by  the  proper  official. 

A  time  order  in  no  way  effects  the  12  hour  existence 
of  a  schedule. 

Even  hours  must  not  be  used  in  stating  time  of  day  in 
train  orders,  such  as  10  :00  A.  M. 


Page  128 


FORM  F— SECTIONS. 

ODD  NUMBERS  WESTWARD  AND     „ 

SUPERIOR  BY  DIRECTION  W 
ABCDEFGH 
O O O O O -O O O 

FIRST  CUSS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CUSS  NUMBERS  40  TO  50. 

Example  (i)     Eng  21  display  signals  and  run  as  First  I 

H  to  A. 
Example  (2)     Eng.  25  run  as  Second  i  H  to  A. 

These  are  single  order  forms.  Example  1  is  to  be  used 
when  the  number  of  the  engine  for  which  signals  are  dis- 
played is  unknown,  and  is  to  be  followed  by  Example  2. 

In  case  there  are  to  be  more  than  two  sections  and  Dis- 
patcher does  not  know  what  engines  they  will  have  he 
will  continue  to  use  Example  1,  changing  only  the  engine 
and  section  numbers  until  the  last  section  is  to  be  author- 
ized, when  Example  2  must  be  used.  Under  Example  2 
signals  must  not  be  displayed,  however  another  order  to 
display  signals  may  be  subsequently  issued. 

The  following  section  does  not  require  a  copy  of  the 
leading  section's  order,  it  being  the  Dispatcher's  duty  to 
have  first  ordered  signals  displayed  on  the  leading  section 
before  authorizing  the  following  section  to  run.  These 
forms  should  be  addressed  to  "C&E  Eng  —  — ." 

Example  (3)  No.  i  display  signals  H  to  D  for  Eng  65. 
Second  i  display  signals  F  to  E  for  Eng  99. 
This  form  should  be  addressed  to  C&E  No.  1,  and 
C&E  Eng  65,  at  H  and  C&E  Eng  99  at  F  and  should  be 
used  when  creating  a  following  section  to  an  intermediate 
station,  or  from  one  intermediate  station  to  another,  other- 
wise Example  4  should  be  used.  On  arrival  of  No.  1  at  D 
it  will  take  down  its  signals  (complying  with  Rule  96)  and 
proceed  as  No.  1.  On  arrival  of  Second  1  at  E  it  will  take 
down  its  signals  (complying  with  Rule  96)  and  proceed 
as  Second  1  to  D.  Eng  99  will  run  as  Third  1  F  to  E. 
Under  Example  (3)  the  engine  last  named  will  not  display 
signals. 

Example  (4) — Engs  21,  25  and  99  run  as  First,  Second 

and  Third  i  H  to  A. 

Under  Example  (4)  the  engine  last  named  will  not  dis- 
play signals.  This  order  should  be  addressed  to  C&E 

Page  129 


Engs  21,  25  and  99  at  initial  station ;  if  created  at  an  inter- 
mediate station,  addressed  to  No.  1  and  Engs  25  and  99. 

Example  (5)    Eng  85  display  signals  and  run  as  Second 
i  D  to  A.    Following  sections  change  num- 
bers accordingly. 
This  example  taken  in  connection  with  Example    (4) 

adds   an   intermediate   section   and   makes   Eng  25   Third 

and  Eng  99  Fourth  1  D  to  A,  and  should  be  addressed  to 

Second  and  Third  1  and  C&E  Eng  85. 

Example  (6)     Eng  85  is  withdrawn  as  Second  I  at  C.  Fol- 
lowing sections  change  numbers  accordingly. 

After  having  added  Eng  85  as  Second  1  at  D,  Example 
(6)  withdraws  it  as  Second  1  at  C  and  the  engine  drops 
out  and  Eng  25  becomes  Second  and  Eng  99  Third  sec- 
tion from  C.  This  form  may  be  used  to  drop  any  inter- 
mediate section.  It  should  be  addressed  to  C&E  Second, 
Third  and  Fourth  1.  The  third  section  will  not  display 
signals. 

Examples  (5)  and  (6)  are  for  adding  and  dropping  an 
intermediate  section.  If  it  becomes  necessary  to  cut  in  or 
cut  out  a  first  section  the  original  signal  order  should  be 
annulled  and  a  new  one  issued  as  there  is  nothing  to  be 
gained  by  using  Examples  (5)  or  (6).  In  this  case  all 
sections  should  receive  a  copy  of  the  order.  When  adding 
or  dropping  an  intermediate  section,  the  sections  ahead  of 
the  one  cut  in  or  out  need  not  be  addressed. 

ORDER  No.  1 

Example  (7)    Engs  21,  85,  25  and  99  run  as  First,  Second, 
Third  and  Fourth  i  H  to  A.  • 

ORDER  No.  2 

Eng  17  instead  of  Eng  85  display  signals 
and  run  as  Second  i  F  to  A. 

Under  Order  No.  2  of  this  example  Engine  85  will  drop 
out  at  F  and  Engine  17  will  run  as  the  second  section  from 
F  to  A  displaying  signals.  If  it  is  desired  to  change  en- 
gines on  the  last  section,  omit  that  part  reading  "display 
signals  and".  This  order  (No.  2)  should  be  addressed  to 
Second  1  and  Engine  17.  It  is  not  necessary  to  include 
following  sections. 

Example  (8)    Second  i  take  down  signals  at  C. 
Page  130 


Second  1  will  take  down  signals  at  C,  comply  with 
Rule  96  and  follow  the  signals  displayed  by  the  first  sec- 
tion, and  third  and  following  sections  must  not  proceed 
beyond  C.  The  order  must  be  addressed  to  second  and  all 
following  sections.  If  it  becomes  necessary  to  again  create 
a  third  section  from  some  point  beyond  C  it  may  be  done 
by  using  the  last  portion  of  Example  (3).  See  ruling  of 
A.  R.  A.  March  2,  1898. 

Example  (9)    Engs  99  and  25  reverse  positions  as  Second 
and  Third  I  C  to  A. 

This  example  makes  Engine  99  the  second  and  Engine 
25  the  third  section,  or  Engine  99  passes  Engine  25.  Ex- 
perience teaches  that  this  example  is  confusing  to  many 
during  an  examination  inasmuch  as  it  shows  the  engines 
already  reversed  in  the  order  that  reverses  them.  Pre- 
sume the  purpose  was  to  show  the  engines  in  their  new 
position  under  the  order.  It  seems  natural  to  some  to 
consider  the  order  by  itself  and  when  this  is  done  they 
naturally  assume  that  they  must  reverse  their  position  as 
shown  in  Example  9.  Knowing  the  positions  on  the  road 
before  receiving  the  order  there  is,  however,  not  much 
excuse  for  a  misunderstanding.  Conductors  and  engine- 
men  of  Engs  99  and  25  must  exchange  all  orders  and  will 
be  held  responsible  for  failure  to  do  so.  Dispatchers  are 
relieved  of  all  responsibility  if  the  second  section  holds 
orders  restricting  them  and  fail  to  give  them  to  the  crew 
that  takes  their  place,  and  vice  versa.  Each  section  affected 
by  the  order  must  arrange  signals  accordingly.  Following 
sections,  if  any,  need  not  be  addressed. 

When  authorizing  sections  to  run  to  an  intermediate 
point  of  a  schedule,  except  under  example  3,  the  train  order 
must  specify  which  engine  shall  assume  the  schedule  be- 
yond the  intermediate  point  named,  by  adding: 
Eng  21  run  as  No.  i  C  to  A. 

"Each  section  affected  by  these  orders  must  have  copies, 
and  must  arrange  signals  accordingly." 

To  annul  a  section  for  which  signals  have  been  dis- 
played over  a  Division,  or  any  part  thereof,  when  no  train 
is  to  follow  the  signals,  Form  K  must  be  used. 

Page  131 


After  a  section  has  been  annulled,  no  following  section 
of  the  same  schedule  can  run  over  the  territory  where 
such  section  was  annulled. 

If  Engines  70  and  80  are  running  as  First  and  Second 
6  from  A  to  D  and  Engine  70  as  No.  6  from  D  to  H, 
and  it  becomes  necessary  to  run  Engine  90  as  Second  6 
from  D  or  any  station  between  D  and  H,  it  should  not  be 
done  unless  Engine  80  has  arrived  at  D  as  the  second  sec- 
tion, or  unless  Engine  90  (second  out  of  D)  is  required 
to  display  signals  and  third  section  not  allowed  to  leave 
D  until  second  section  arrives.  This  would  protect  Second 
No.  6  west  of  D. 

Dispatcher  should  not  permit  a  schedule  to  be  fulfilled 
on  the  last  portion  of  the  run  before  it  is  fulfilled  on  first 
portion,  except  by  section,  thereby  causing  its  fulfillment  by 
installments.  If  there  is  a  register  at  intermediate  station 
D  it  would  be  bad  practice  to  permit  the  schedule  of  No.  6 
to  be  fulfilled  between  D  and  H  before  it  is  fulfilled  be- 
tween A.  and  D.  However  conductors  and  enginemen  are 
responsible  for  proper  checking  of  register  at  D  against 
all  sections  of  No.  6  as  well  as  other  schedules. 

„     ODD  NUMBERS  WESTWARD  AND 

SUPERIOR  BY  DIRECTION  ~W 
ABCDEFGH 
O O O O O O O O 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

FORM  G— EXTRA  TRAINS. 

Example  (i)     Eng  90  run  extra  A  to  D. 

Under  this  order  Engine  90  will  run  extra,  keeping  clear 
of  the  time  of  regular  trains,  unless  authorized  by  train 
order  to  do  otherwise,  and  need  not  consider  opposing 
extras  unless  instructed  to  do  so  by  train  order.  On  arrival 
at  D,  head  in  at  the  first  switch  of  the  siding.  If  necessary 
to  use  the  main  track  between  switches,  do  so  only  under 
protection  as  authority  to  run  extra  expires  at  the  first 
switch  of  the  siding. 

Example  (2)     Eng    100    run    extra   A    to    G   and    return 
to  D.     (May  read  "return  to  A"). 

Under  this  order  Engine  100  will  run  extra  as  directed, 
clearing  regular  trains,  if  any,  and  need  not  consider  op- 

Page  132 


posing  extra  trains  unless  instructed  to  do  so  by  train 
order.  On  arrival  at  the  turning  station  (G)  head  in  at 
the  first  switch  of  the  siding  and,  when  ready  to  return, 
head  out  of  the  switch  of  siding  nearest  the  return  destina- 
tion. If  necessary  to  use  main  track  between  switches  do 
so  only  under  protection.  Extra  100  must  not  return 
before  reaching  the  turning  point  whether  a  train  order 
office  or  not  except  it  does  so  under  flag  in  case  of  emerg- 
ency, and  then  only  to  the  first  open  train  order  office, 
where  order  must  be  annulled  and  new  order  received. 
If  there  is  an  operator  on  duty  at  the  turning  point  a 
clearance  should  be  obtained  before  returning  as  it  would 
be  impracticable  in  many  cases  to  move  beyond  the  train 
order  signal  in  order  to  be  properly  cleared  by  it.  Signals 
areswt  to  be  considered  as  they  are  approached  and  not 
from  the  wrong  side.  At  night  when  semaphore  can  not 
be  seen  it  would  be  impossible  to  read  the  signal  unless 
on  the  opposite  side,  as  the  light  that  governs  could  not 
otherwise  be  seen.  As  orders  may  be  placed  at  the  turn- 
ing station  affecting  return  movement  there  should  be  no 
question  as  to  proper  clearance,  therefore  if  a  clearance 
card  is  obtained,  the  train  has  something  to  show  it 
was  cleared.  If  no  operator  on  duty,  it  is  equivalent  to 
a  point  not  a  train  order  office.  All  orders  received  on 
going  trip  may  be  used  returning  if  of  any  value  or  in 
any  way  affect  the  move. 

If  after  arrival  of  an  extra  at  destination  and  order 
fulfilled  it  is  desired  to  run  the  same  engine  extra  to  a 
point  beyond  or  return  to  any  point,  it  may  use  annul- 
ments of  schedules  which  it  may  have  received  on  pre- 
vious trip  and  should  respect  all  track  orders  until  it 
reaches  end  of  run,  but  under  no  circumstances  should  it 
use  the  same  run  late  or  wait  orders  received  on  previous 
trip.  New  ones  should  be  obtained.  When  a  schedule  is 
annulled,  it  can  not  be  restored.  If  there  is  no  lapse 
of  time  between  arrival  under  one  order  and  the  authority 
to  run  extra  under  another;  for  example,  Eng  50  run 
extra  A  to  H,  and  on  arrival  at  D  it  receives  an  order 
annulling  its  original  running  order  and  in  the  same  order 
authorizing  it  to  run  extra  D  to  H,  then  all  run  late  and 

Page  133 


wait  orders  may  be  used  as  there  was  no  lapse  of  time 
between  annulment  of  one  and  creation  of  the  other  in 
which  the  Dispatcher  could  annul  or  reduce  a  run  late  or 
wait  order. 

Example  3,  Form  G,  has  been  eliminated  from  the 
Standard  Rules  but  may  be  in  use  on  some  Railroads. 

(Not  Standard). 

Old  Example  (3)     Eng  78  run  extra  leaving  A  on  Thurs- 
day, Feb.   ifth  as  follows  with  right 
over  all  trains: 
Leave     A  11:30  P.  M. 
C   12:25  A.  M. 
E     1:47  A.  M. 
Arrive    F     2:22  A.  M. 

This  example  may  be  varied  by  specifying  the  kind  of 
extra  and  the  particular  trains  over  which  the  extra  shall 
or  shall  not  have  right.  Trains  over  which  the  extra  is 

thus  given  right  must  clear  the  time  of  the  extra 

minutes 

This  order  makes  the  extra  superior  over  all  trains 
over  which  it  is  given  right.  As  the  extra  is  created  by 
train  order  the  12  hour  rule  does  not  apply  and  the  extra 
exists  until  it  arrives  at  the  end  of  its  run  or  the  order 
is  annulled.  All  trains  on  the  road  within  the  limits  of 
this  extra  over  which  it  is  given  right  must  have  copies 
of  the  order  before  it  is  completed  to  Extra  78.  All  other 
trains  must  have  a  copy  of  the  order  before  being  per- 
mitted to  move  over  its  limits. 

Regular  trains  must  clear  this  extra  the  amount  of  time 
specified  in  the  rules. 

Any  work  extra  previously  given  an  order  not  to  pro- 
tect against  extras  must  respect  the  time  of  Extra  78  the 
same  as  it  would  respect  the  time  of  a  regular  train. 

If  Dispatcher  desires  to  move  an  extra  in  the  opposite 
direction,  using  the  same  form,  he  must  make  an  exception 
of  Extra  78  East  and  it  must  then  clear  Extra  78  East  the 
same  as  other  trains  are  required  to  clear. 

Extra  78  East  should  respect  yard  limits  the  same  as 
other  extras. 

Form  E  may  be  used  in  connection  with  this  order  (if 
such  is  authorized)  and  applies  the  same  as  it  would  apply 
to  a  regular  train. 

Page  134 


WORK  EXTRA. 

Both  extras  and  work  extras  are  extra  trains  as  they 
are  not  authorized  by  the  time-table. 

A  work  extra  may  move  in  either  direction  for  any 
distance  within  its  station  and  time  limits  as  many  times 
as  desired. 

The  definition  of  an  extra  train  says  it  may  be  desig- 
nated as  extra  for  any  extra  train  except  Work  Extra,  and 
work  extra  for  work  train  extra. 

When  extras  are  moved  over  the  limits  of  a  work 
extra  they  must  be  protected  as  against  each  other  by  one 
of  the  several  forms  used  for  that  purpose. 

If  a  work  extra  holds  orders  to  work  within  a  speci- 
fied time  limit  between  C  and  E  (as  shown  in  Diagram 
4,  Plate  7,  page  74)  it  may  move  at  any  time  from  and 
to  any  point,  and  as  often  as  may  be  necessary,  but  must  be 
protected  by  flagmen  in  both  directions  as  prescribed  by 
the  rules,  whether  standing  or  moving  on  the  main  track, 
also  clearing  the  time  of  regular  trains.  If  it  becomes 
physically  impossible  to  clear  regular  trains  it  should  be 
protected  as  prescribed  by  the  rules. 

There  are  times  when  it  would  cause  unnecessary  delay 
to  obtain  orders  to  occupy  main  track  on  the  time  of  regu- 
lar trains  when  important  work  must  be  done,  then  if 
properly  protected,  it  is  safe.  However,  this  should  not 
enter  too  largely  in  the  Dispatcher's  consideration  of  the 
work  extra's  requirements,  neither  should  train  and  engine 
men  abuse  the  authority  of  the  flag. 

Dispatchers  should  anticipate  delay  to  scheduled  freight 
trains,  especially  unimportant  ones,  and  give  the  work 
extra  orders  to  protect  against  them.  The  scheduled 
freight  trains  then  have  advance  notice  of  the  work 
extra's  flag,  but  if  the  order  is  not  given  and  the  work 
extra  finds  it  must  protect  against  a  regular  train  without 
orders  to  do  so,  the  regular  train  does  not  have  this  ad- 
vance notice.  Inasmuch  as  the  rules  require  the  regular 
train  to  have  a  copy  of  the  work  extra's  order,  train  and 
engine  men  should  take  extra  precaution  when  protecting 
without  an  order  when  urgency  of  work  demands. 

A  work  extra  moving  against  a  superior  train  into  a  sta- 

Page  135 


tion  should  clear  five  minutes.  If  moving  ahead  of  the 
superior  train  they  should  clear  five  minutes  or  the  amount 
required  by  the  rules  of  the  Railroad  where  employed, 
except  when  running  ahead  of  a  first  class  train,  then  it 
should  be  clear  at  a  station  by  the  time  the  first  class  train 
is  due  to  leave  the  next  station  in  the  rear  where  time 
is  shown.  (See  Rule  86  and  D-86). 

Conditions  may  exist  making  it  necessary  to  work  on 
the  time  of  a  first  class  train  under  protection  of  flag 
without  orders,  in  such  cases  as  having  a  pile  partially 
driven  or  track  obstructed. 

Work  extras  should  take  the  siding  for  extras  and 
should  allow  all  trains  to  pass  with  as  little  delay  as 
possible. 

If  the  limits  of  a  work  extra  extend  beyond  a  tele- 
graph station,  as  at  Station  D  (Diagram  4,  Plate  7,  page 
74),  the  train  order  signal  at  D  governs  the  work  extra 
the  same  as  it  governs  other  trains. 

A  work  extra  is  not  required  to  register  at  a  register- 
ing station  within  the  limits  every  time  it  goes  into  such 
station,  but  should  register  if  it  passes  a  register  in  run- 
ning from  one  point  to  another  or  when  starting  to  work 
and  also  when  it  arrives  after  finishing  work  for  the 
day,  if  there  is  a  register,  Conductor  should  notify  the 
Superintendent  by  message  of  the  work  performed  during 
the  day,  time  stopped  work  and  the  limits  desired  the  next 
day. 

Work  extras  should  not  permit  their  flagmen  to  go 
too  far  beyond  the  flagging  distance,  neither  should  they 
pull  away  from  their  flag  too  far.  When  a  movement  of 
any  consequence  is  to  be  made  in  the  opposite  direction 
from  the  flagman,  he  should  be  notified  to  move  up. 

The  limits  of  a  work  extra  neither  in  time  nor  dis- 
(tance  should  be  extended.  When  necessary  to  give  it 
authority  to  work  longer  or  on  new  territory,  a  new  work 
order  should  be  issued. 

As  work  extras  may  move  back  and  forth  repeatedly 
and  for  short  distances  it  would  be  unreasonable  to  ex- 
pect them  to  always  display  markers  on  rear  of  train,  or 
what  would  be  considered  the  rear  if  they  were  running 
extra  or  as  a  regular  train. 

Page  136 


It  is  not  good  practice  to  give  work  extras  "wait 
orders"  on  regular  trains  when  such  waits  apply  entirely 
outside  of  the  limit  of  the  work  extra  although  the  time 
of  the  wait  is  greater  than  the  schedule  within  the  limits 
of  the  work  extra.  However,  should  it  be  done,  the  time 
may  be  used. 

^    ODD  NUMBERS  WESTWARD  AND  ... 

SUPERIOR  BY  DIRECTION 

ABCDEFGH 
O O O O O O O O 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

FORM  H— WORK  EXTRA. 

Example  (i)     Eng  75  works  6:30  A.  M.   to  6:30  P.  M. 

between  B  and  D. 

Work  Extra  75  must  clear  regular  trains  and  protect 
against  extras  in  both  directions  at  all  times,  whether 
standing  or  moving,  when  occupying  the  main  track,  un- 
less otherwise  provided.  All  extras  run  over  the  limits  of 
a  work  extra  must  be  given  a  copy  of  the  work  extra's 
order.  Dispatchers,  when  creating  a  work  extra,  should 
place  the  order  on  both  sides  of  the  working-  limits  ad- 
dressed to  all  extras. 
Example  (2)  Eng  77  works  6:30  A.  M.  to  6:30  P.  Af. 

between   A    and   B   not  protecting   against 

eastward  extra  trains. 

Under  this  order  Work  Extra  77  must  clear  regular 
trains,  but  must  protect  against  westward  extra  trains.  All 
eastward  extra  trains  must  protect  against  Work  Extra  77 
if  they  move  over  its  limits.  Work  Extra  77  will  have  no 
notice  of  eastward  extra  trains. 
Example  (3)  Eng  95  works  5:30  P.  M.  to  6:30  A.  M. 

between   D   and   C   not   protecting   against 

extra  trains. 

Under  this  order  Work  Extra  95  must  clear  regular 
trains  and  need  not  protect  in  either  direction  against 
extra  trains.  Any  extra  train  moving  over  the  limits  of 
Work  Extra  95  must  protect  as  required  by  the  rule 
against  the  work  extra.  Work  Extra  95  will  have  no 
notice  of  extra  trains  moving  over  its  limits  under  pro- 
tection. When  a  work  extra  is  not  under  protection 
against  an  extra  train,  the  extra  train  although  the  rules 
permit  it  to  move  over  limits  of  the  work  extra  under 

Page  137 


protection  of  flag,  should  not  go  into  the  limits  if  the  view 
is  obscure.  If  it  does,  it  is  liable  to  crowd  its  flag  too 
closely  and  the  work  extra,  not  knowing  the  extra  train  is 
on  the  road,  may  be  moving  at  speed  against  them.  An 
extra  train  should  only  move  over  the  limits  of  a  work 
extra  under  this  order  when  conditions  are  favorable.  If 
the  extra  train  can  send  a  flagman  on  some  train  to  hold 
the  work  extra,  it  would  then  be  safe. 
Example  (4) 

(a)  Work  Extra  95  clears  Extra  ?6  East  between 
D  and  C  after  2:10  P.  M. 

(b)  Work  Extra  95  protects  against  Extra  76  East 
between  D  and  C  after  2:10  P.  M. 

Under  (a)  Work  Extra  95  whether  protecting  or  not 
must  under  this  order  clear  Extra  76  East  between  D 
and  C  by  2:10  P.  M.  Extra  76  East  must  not  pass  into 
the  limits  until  after  2  :10  P.  M.  and  will  then  run  expecting 
to  find  Work  Extra  95  clear  of  the  main  track. 

Under  (b)  Work  Extra  95  having  previously  received 
an  order  not  to  protect  must,  after  receiving  this  order, 
be  protected  against  Extra  76  East  by  2:10  P.  M.  and 
Extra  76  East  must  not  pass  into  the  limits  until  after 
2:10  P.  M.  and  will  then  run  expecting  to  find  Work 
Extra  95  protected. 

Example  (5)     Work    Extra   95   protects   against   No.    55 
(or    -  -    class    trains)    between    D 

and  C. 

Under  this  order  Work  Extra  95  may  work  on  the 
time  of  No.  55  or  other  regular  trains  included,  under 
flag  protection.  The  regular  trains  against  which  Work 
Extra  95  is  protecting  must  have  a  copy  of  this  order 
and  run  expecting  to  find  the  work  extra  protecting. 

Example  (6)     Work  Extra  99  has  right  over  all  trains 
between  D  and  E  7:30  P.  M.  to  5:30  A.  M. 
This  order  should  be  addressed  first  to  all  trains  on 
both  sides  of  the  limits  and  no  train  must  move  into  the 
limits  as  order  gives  work  extra  the  exclusive  right  between 
D  and  E  from  7 :30  P.  M.  to  5  :30  A.  M.    No  flag  protec- 
tion whatever  is  required  of  Work  Extra  99.    If  a  train 
should   find   the   work   extra   at   either   limit  it   may  ap- 
proach,  it  has  no  right  to  proceed.     The  track  may  be 

Page  138 


impassable.  Under  this  order  the  section  of  track  within 
the  limits  named  belongs  unquestionably  to  the  work 
extra.  Dispatcher  should  not  move  any  train  into  the 
limits  of  Work  Extra  99  even  on  an  order  to  meet.  If 
it  becomes  necessary  to  move  trains  over  the  limits  of 
Work  Extra  99,  its  order  should  be  annulled  and  an  order 
issued  that  will  permit  such  move.  In  extreme  emergency 
cases  a  train  might  proceed  under  flag  protection  with 
the  understanding  that  they  not  only  will  find  Work  Extra 
99  without  protection  at  any  point,  but  find  it  moving  to- 
ward them  at  speed,  or  may  find  the  track  open  or  ob- 
structed. When  an  extra  train  is  required  to  protect  over 
the  limits  of  a  work  extra,  should  it  pass  the  work  extra, 
it  must  not  permit  the  work  extra  to  pass  them  without 
again  protecting  against  them. 

Dispatcher  in  moving  an  extra  train  over  the  limits 
of  a  work  extra  should  not  make  a  meet  between  them 
within  the  limits  without  giving  the  extra  train  a  copy  of 
the  work  extra's  order. 

That  portion  of  the  rule  reading  "if  the  order  indicates 
that  the  work  extra  is  protecting  itself  against  other  trains 
they  will  run  expecting  to  find  the  work  extra  protecting 
itself"  should  not  be  misconstrued  as  meaning  that  if  the 
work  extra  is  under  protection  against  any  other  train  an 
extra  train  may  move  over  the  limits  under  the  protection 
provided  for  other  trains.  It  means  if  the  order  indi- 
cates that  the  work  extra  is  under  protection  against 
trains  of  which  the  extra  train  is  one  they  may  run  ex- 
pecting to  find  the  work  extra  protecting  itself. 

The  protection  on  part  of  a  work  extra  may  be  tem- 
porarily suspended  by  issuing  an  order  that  all  eastward 
or  westward  extra  trains  will  wait  until  a  specified  time 

When  two  or  more  work  extras  are  to  occupy  the 
same  limits  provision  should  be  made  for  protection  as 
against  each  other,  and  the  work  extras  must  not  consider 
an  order  for  all  extra  trains  to  wait,  or  an  order  not  to 
protect  against  extra  trains  in  one  or  both  directions  as 
applying  to  any  work  extra  occupying  the  same  limits.  If 
it  is  desired  that  one  or  more  of  the  work  extras,  as  well  as 
extra  trains  in  one  or  both  directions,  wait  until  a  specified 

Page  139 


time,  then  such  work  extras  should  be  included  in  the  wait 
order  and  must  be  given  a  copy  of  the  order. 

"The  working  limits  should  be  as  short  as  practicable, 
to  be  changed  as  the  progress  of  the  work  may  require." 

When  it  is  necessary  to  create  a'  work  extra  over  double 
and  single  track  in  the  same  order  Dispatcher  should  not 
attempt  to  apply  one  form  covering  both  the  double  and 
single  track,  but  use  both  forms,  as  prescribed. 

FORM  J— HOLDING  ORDER. 

"Hold  No.  2",  or 

"Hold  all,  or  eastward,  trains". 

These  orders  must  be  addressed  to  the  operator  and 
completed  in  the  regular  manner. 

If  issued  on  the  31  form  operator  must  sign  his  name 
in  place  provided  for  conductor  to  sign  and  write  com- 
plete when  received  opposite  his  signature.  It  is  then 
ready  to  deliver  as  required  by  the  rules  the  same  as  if 
issued  on  the  19  form.  Copies  of  the  hold  order,  re- 
gardless of  the  form  used,  must  be  delivered  to  conduc- 
tors and  enginemen  of  all  trains  held.  Conductors  are 
not  required  to  sign  the  order,  but  they  as  well  as  the 
engineman  must  respect  it  the  same  as  if  addressed  to  them. 
After  receiving  a  copy  of  the  hold  order  the  train  must 
not  go  even  though  it  receives  a  clearance  card  until  it  is 
given  an  order  addressed  and  completed  to  the  operator 
stating  that  they  may  go  or  a  copy  of  the  annulment  of  the 
hold  order.  Operators  should  not  issue  clearance  card 
until  this  order  permitting  the  train  to  proceed  is  ready 
for  delivery.  These  order  numbers  must  appear  on  the 
clearance  card  the  same  as  other  order  numbers  where 
such  requirement  is  necessary.  If  it  is  desired  to  move  a 
particular  train  or  trains  and  to  hold  others,  the  "May 
Go"  form  should  be  used.  If  all  may  go,  then  the  order 
should  be  annulled.  Under  no  circumstances  must  this 
form  be  used  to  hold  a  superior  train  while  an  inferior 
train  is  moved  against  it.  The  only  use  of  the  form  is 
to  hold  trains  on  either  side  of  a  washout,  wreck  or  other 
obstruction  to  prevent  them  from  moving  until  Dispatcher 

Page  140 


is  ready  for  them  to  move  should  they  hold  authority  to  do 
so  and  the  operator  should  clear  them. 

,  ODD  NUMBERS  WESTWARD  AND 

•  SUPERIOR  BY  DIRECTION 

ABCDEFGH 

FIRST  CUSS  NUMBERS  1  TO  10.    SECOND  CUSS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

FORM  K— ANNULLING  A  SCHEDULE  OB  A  SECTION. 

(a)  No.  2  due  to  leave  A,  Dec.  2.$th,  is  annulled  A 
to  H. 

(b)  Second  5  due   to   leave  G,  July  4th,  is  annulled 
G  to  D. 

Under  (a)  the  rule  states  that  the  schedule  of  No.  2 
due  to  leave  A,  Dec.  25th,  becomes  void  between  A  and  H 
and  can  not  be  restored.  In  substance  the  Superintendent, 
or  one  authorized  to  issue  train  orders,  states  that  no  train 
will  be  permitted  to  use  the  schedule  of  No.  2  due  to 
leave  A,  Dec.  25th,  and  all  inferior  trains  may  move  the 
same  as  if  it  did  not  exist  on  the  time-table  on  that 
date. 

Under  (b)  the  use  of  the  schedule  of  No.  5  due  to 
leave  G,  July  4th,  is  restricted  to  the  first  section  only, 
between  G  and  D.  The  second  or  following  sections,  if 
any,  can  not  use  it  between  those  points.  The  second 
section  of  No.  5  due  to  leave  G,  July  4th,  can  not  be  re- 
stored between  G  and  D. 

After  Dispatcher  has  issued  an  order  under  this  form, 
even  though  it  has  not  been  delivered,  he  should  not  annul 
the  annulment. 

The  annulment  of  a  section  is  only  necessary  over  the 
territory  where  signals  have  been  or  will  be  displayed  by 
the  preceding  section. 

FORM  L— ANNULLING  AN  ORDER. 
Order  No.  10  is  annulled. 

Any  order  which  has  not  been  delivered  to  a  train 
may  be  annulled  by  addressing  the  annulment  to  the  opera- 
tor who  should  destroy  all  copies  except  his  own,  and  on 
that  make  the  following  notation :  "Annulled  by  Order 
No. ". 

An   order  which  has   been   annulled  must  not  be   re- 

Page  141 


issued  under  its  original  number.  However,  the  contents 
may  be  made  effective  again  by  re-issuing  under  a  new 
number,  thereby  making  a  new  order  of  .it. 

In  making  notation  of  annulment  across  the  face  of 
an  operator's  copy  of  an  order  it  is  not  necessary  to  state 
the  time,  operator's  name  or  initials.  If,  however,  an 
order  is  annulled  on  a  date  following  the  date  of  issue,  the 
date  should  be  given.  The  annulment  of  an  order  should 
never  be  written  across  the  face  of  the  order  annulled, 
but  should  be  copied  on  a  separate  form. 

>     ODD  NUMBERS  WESTWARD  AND 

SUPERIOR  BY  DIRECTION  ~W 
ABCDEFGH 
O O O O O O O O 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

FORM  M— ANNULLING  PART  OF  AN  ORDER. 

Order  No.  10:    No.  i  meet  No.  4  at  D  and  No.  2  at  C. 

If  it  is  desired  that  the  meet  at  C  be  annulled  the  order 
should  read : 

Order  No.  15:     That  part  of  Order  No.  10  reading,  No. 
i  meet  No.  2  at  C  is  annulled. 

If  it  is  issued  in  the  following  manner: 
That  part  of  Order  No.    w  reading  "and  No.   2  at  C" 

is  annulled 
it  would  be  improper. 

After  an  order  is  issued  annulling  a  part  of  an  order, 
the  same  principle  applies  as  if  an  entire  order  had  been 
annulled — that  part  of  Order  No.  10  annulled  can  not  be 
restored  by  annulling  Order  No.  15. 

FORM  P— SUPERSEDING  AN  ORDER  OR  A  PART  OF 
AN  ORDER. 

Example  (i)    No.  i  meet  No.  2  at  C  instead  of  B. 

Under  this  order  the  meet  at  B  becomes  void  and  can 
not  be  re-issued  or  again  made  effective  by  annulling 
the  superseding  order.  If  order  under  Example  (1)  is 
annulled  there  is  no  meet  existing  between  No.  1  and  No. 
2  and,  if  No.  1  is  superior  by  direction,  No.  2  must  keep 
clear  of  No.  1. 

Example  (2)     No.   2  has   right   over  No.   i  B    to   E   in- 
stead of  D. 

Page  142 


Under  this  order  the  right  given  No.  2  B  to  D  under 
previous  order  is  superseded  and  can  not  be  re-issued 
under  its  original  number.  If  order  under  Example  (2) 
is  annulled  no  right  exists  and  inferior  train  must  keep 
clear  of  the  time  of  superior  train. 

Example  (3)    No.  2  display  signals  for  Eng  86  A   to  G 
instead  of  F. 

Under  this  order  No.  2  will  display  signals  to  G  and 
the  order  to  display  them  to  F  is  void  and  can  not 
be  re-issued  under  its  original  number.  If  order  under 
Example  (3)  is  annulled  no  order  then  exists  requiring 
No.  2  to  display  signals. 
Example  (4)  No.  3  pass  No.  I  at  D  instead  of  C. 

Under  this  order,  No.  3  will  pass  No.  1  at  D  and  the 
order  requiring  them  to  pass  at  C  is  void  and  can  not 
be  re-issued  under  its  original  number.  If  order  under 
Example  (4)  is  annulled  there  is  no  passing  point  between 
No.  1  and  No.  3. 

If  No.  1  holds  an  order  to  take  siding  and  meet  No.  2 
at  C  and  the  order  is  superseded  to  meet  at  D  instead  of 
C,  the  take  siding  in  the  order  to  meet  at  C  does  not  apply 
to  the  order  to  meet  at  D. 

"When  a  train  is  directed  by  train  order  to  take  siding 
for  another  train,  such  instructions  apply  only  at  the  point 
named  in  that  order,  and  do  not  apply  to  the  superseding 
order  unless  so  specified." 

D-FORM  H— WOKK  EXTEA. 

4 WESTWARD 


Example  (i)  Eng  292  works  on  eastward  track  (or  both 
tracks)  6:45  A.  M.  to  5:45  P.  M.  between 
A  and  D. 

"Under  (1)  the  work  extra  must,  whether  standing  or 
moving,  protect  itself  within  the  working  limits  against 
extras  moving  with  the  current  of  traffic  on  track  or 
tracks  named.  The  time  of  regular  trains  must  be 
cleared." 

11  Page  143 


Under  this  order  and  rule  we  have  a  rear  end  protec- 
tion only  as  there  are  no  opposing  trains  on  double  track. 
The  work  extra  has  nothing  more  to  do  in  the  way  of 
rear  protection  than  has  other  trains.  If  any  train  stops 
where  it  may  be  overtaken  by  a  following  train  it  must 
be  protected.  If  any  train's  speed  is  materially  reduced 
in  obscure  places  it  must  also  be  protected.  If  a  work 
extra  is  making  a  direct  run  within  their  limits  and  per- 
haps running  as  fast  as  any  other  train,  it  should  not  be 
necessary  to  leave  a  flagman. 
Example  (2)  Not  protecting  against  extra  trains. 

When  this  is  added  to  Example  (1)  protection  against 
extra  trains  is  not  required,  and  the  work  extra  may  move 
in  either  direction  on  track  or  tracks  named  without  pro- 
tection or  an  order  to  move  against  the  current  of  traffic 
provided  they  clear  regular  trains. 

Oct.  17,  1910,  the  A.  R.  A.  ruled  on  an  order  to  work 
on  double  track  not  protecting  extra  trains  as  follows : 

"This  order  gives  the  extra  ample  authority  to  move 
against  the  current  of  traffic  within  the  limits  and  times 
named,  properly  clearing  regular  trains." 

Oct.  5,  1915,  the  A.  R.  A.  also  ruled  on  an  order  to 
work  on  double  track,  stating  that  all  eastward  extra  trains 
wait  at  -  -  until  a  specified  time,  that  the  order 

gave  the  work  extra  ample  authority  to  move  against  the 
current  of  traffic  within  limits  of  time  named,  properly 
clearing  the  time  of  regular  trains. 

On  single  track  if  the  order  indicates  that  the  work 
extra  is  not  protecting  against  an  extra  the  extra  is  re- 
quired to  protect  against  it.  Considering  these  rulings, 
which  authorizes  a  work  extra  to  move  against  the  cur- 
rent of  traffic  clearing  regular  trains  if  they  hold  an  order 
not  to  protect  against  extra  trains  or  that  all  extra  trains 
in  a  specified  direction  wait,  it  would  be  necessary  for  the 
extra  train  to  protect  against  the  work  extra;  provided 
they  go  into  their  limits.  However,  there  is  nothing  in 
the  double  track  rule  as  there  is  in  the  single  track  rule 
which  requires  the  extra  train  to  protect, 
Example  (3)  Work  Extra  292  protects  against  No.  55 

(or    class    trains)    between    A 

and  D. 
Page  144 


Example  (4)  Work  Extra  275  has  right  over  all  trains 
on  eastward  and  'westward  tracks  between 
B  and  C  7:30  P.  M.  to  1:30  A.  M. 

Under  Examples  (3)  and  (4)  the  conditions  are  the 
same  as  apply  to  single  track. 

When  it  is  desired  to  move  a  train  against  the  current 
of  traffic  over  the  working  limits  provision  should  be 
made  for  the  protection  of  such  movement. 

On  Railroads  where  tracks  are  numbered,  the  current 
of  traffic  being  first  to  right,  then  to  left,  owing  to  over- 
head crossings  of  the  two  tracks,  it  might  be  well  to 
designate  the  numbers  of  the  tracks,  instead  of  eastward 
and  westward  tracks. 

« WESTWARD 


D-FORM  R— PROVIDING  FOR  MOVEMENT  AGAINST 
CURRENT  OF  TRAFFIC. 

"No.  2  has'  right  over  opposing  trains  on 
No.  i  (or  westward)  track  B  to  C." 
A  train  must  not  be  moved  against  the  current  of 
traffic  until  the  track  on  which  it  is  to  run  is  clear  of 
opposing  trains,  and  if  extras  are  by  special  rule  author- 
ized to  run  without  running  orders  from  and  to  any  point, 
then  all  engines  holding  authority  to  move  either  by 
schedule  or  as  an  extra  on  the  other  track,  or  engines 
within  the  limits  without  authority,  must  be  restricted 
from  using  the  track  under  the  special  rule  while  the 
movement  is  being  made  against  the  current  of  traffic. 

A    work  extra  is  always   an  opposing  train. 

Under  this  order  No.  2  must  use  the  westward  track 
and  is  therefore  prohibited  from  using  the  eastward 
track  between  B  and  C  while  the  order  is  in  effect. 

The  schedule  time  of  No.  2  does  not  apply  on  the  west- 
ward track  even  though  the  stations  are  the  same  for  both 
tracks,  as  the  order  is  arbitrary  and  gives  No.  2  the  right 
over  opposing  train  on  the  westward  track  and  no  oppos- 
ing,, train  must  leave  C  until  No.  2  arrives. 

An  inferior  eastward  train  on  the  eastward  track  be- 
tween B  and  C  must  be  given  a  copy  of  this  order  and 

Page  145 


it  may  then  proceed  on  its  schedule  or  right  regardless  of 
No.  2's  schedule,  but  must  not  leave  C  unless  No.  2  has 
returned  to  and  left  C  on  the  eastward  track  or  authority 
to  proceed  ahead  of  it  is  received. 

If  there  is  no  register  or  operator  at  C,  it  will  be 
necessary  to  make  an  observation  check  of  No.  2  on  the 
westward  track.  If  in  doubt  as  to  the  return  of  No.  2 
to  the  eastward  track  at  C,  inferior  eastward  trains  should 
proceed  under  necessary  protection  to  a  point  where  in- 
formation can  be  obtained. 

If  an  inferior  train  following  No.  2  reaches  B  before 
No.  2  returns  to  eastward  track  at  C,  it  should  be  given  a 
copy  of  the  order,  and  should  it  make  C  on  the  eastward 
track  before  No.  2  arrives  on  the  westward  track,  it  should 
be  governed  the  same  as  an  inferior  train  on  the  east- 
ward track  that  is  between  B  and  C  at  the  time  No.  2 
leaves  B  on  the  westward  track. 

The  order  may  be  modified  as  follows : 

"Ajter^  No.  5  arrives  at  B,  No.  2 
has  right  over  opposing  trains 
on  No.  i  (or  westward)  track 
B  to  C. 

This  order  is  not  effective  to  No.  2  until  No.  5  has 
arrived  at  B,  then  the  same  conditions  exist  as  before  the 
order  was  modified. 

D-FORM  S— PROVIDING  FOR  USE  OF  SECTION  OF 
DOUBLE   TRACK  AS  SINGLE  TRACK. 

Under  this  form  one  of  the  tracks  may  be  used  as  single 
track,  single  track  rules  applying.  If  a  track  is  blocked 
by  derailment,  or  can  not  be  used  owing  to  a  defect  for 
a  considerable  time,  it  has  been  found  advisable  in  many 
cases  to  operate  the  other  as  single  track  instead  of  mov- 
ing each  train  belonging  to  the  defective  track  against  the 
current  of  traffic. 

On  double  track  railroads  when  it  is  desired  to  operate 
a  section  of  track  as  single  track  it  is  necessary  to  desig- 
nate the  direction  in  which  trains  of  the  same  class  are 
to  be  superior  by  direction  on  the  section  of  track  to  be 
so  used. 

In  this  case  as  single  track  rules  must  apply  so  must 

Page  146 


the  schedules  of  the  track  that  is  out  of  commission  apply 
to  the  track  that  is  used  as  single  track,  except  where  the 
tracks  separate  and  have  different  stations,  then  it  would 
not  be  possible. 

When  it  is  possible,  a  pilot  engine  and  crew  should  be 
used  to  flag  trains  over  the  track  used  by  trains  in  both 
directions. 

Dispatcher  must  not  authorize  a  reverse  movement 
until  the  track  to  be  used  as  single  track  has  been  cleared 
of  trains,  and  the  order  placed  at  the  nearest  convenient 
point  on  both  sides  of  the  singled  track. 

If  there  is  no  register  at  the  ends  of  single  track  some 
provision  must  be  made  to  furnish  the  information  as  to 
arrival  and  departure  of  superior  trains. 

Block  signals,  if  any,  do  not  protect  opposing  move- 
ments. They  may  stop  trains  belonging  to  the  track  to 
which  they  apply,  but  will  not  stop  the  trains  that  are 
temporarily  using  it  in  the  opposite  direction. 

Before  the  section  of  track  is  again  used  as  double 
track  all  opposing  trains  that  are  authorized  temporarily 
to  use  the  track  must  be  clear  of  it. 

If  an  order  is  issued  authorizing  the  use  of  a  section 
of  track  as  single  track,  it  must  be  so  considered  as  long 
as  the  order  is  received,  or  until  time  limit  expires  if  a  time 
limit  is  designated,  and  when  once  received  it  applies  only 
for  one  movement  over  that  section.    If  the  same  crew  and 
engine  is  to  be  run  over  the  single  track  again,  they  must  / 
receive  the  order  singling  it  as  often  as  they  make  trips// 
over  it.     If  a  round  trip  order  to  run  extra  is  received// 
the  order  creating  single  track  applies  both  ways. 

AUTOMATIC  BLOCK  SIGNALS. 

Normal  position  of  Home  and  Distant  Signals  of 
Lower  Quadrant  (two  position)  is  "Proceed".  Normal 
position  of  Upper  Quadrant  (three  position)  is  "Proceed". 
One  semaphore  of  the  upper  quadrant  may  give  the  same 
indications  as  two  semaphores  of  the  lower  quadrant  (two 
position).  See  comparative  signal  indications,  Plate  16, 
page  176. 

The  shape,  color  and  stripe  of  semaphore  blades  vary, 
making  it  impossible  to  cover  all  styles  in  the  following 

Page  147 


plates.  Some  home  signals  are  square  end,  painted  red 
with  a  white  stripe;  others  with  pointed  end,  painted  yel- 
low with  a  vertical  black  stripe  or  of  same  angle  as  the 
pointed  end.  Some  distant  signals  have  a  notched  end, 
painted  yellow  with  a  black  stripe  of  the  same  angle  as 
the  notch.  The  pointed  end  semaphore  is  also  used  as  a 
distant  signal  on  some  Railroads.  Other  Railroads  use  the 
square  end  semaphore  as  an  absolute  block  signal  and  the 
pointed  end  semaphore  as  a  permissive  block  signal.  The 
latest  single  track  block  system  is  an  absolute  block  sig- 
nal governing  departure  at  stations  with  the  permissive 
block  signal  governing  the  arrival  and  the  movement  be- 
tween stations.  This  system  lacks  the  simplicity  of  the 
older  system,  but  it  has  the  merit  that  it  permits  trains  to 
run  closely  together  when  moving  in  the  same  direction 
and  holds  opposing  trains  a  station  apart  instead  of  holding 
them  at  the  staggered  signals  between  stations. 

Automatic  signals,  when  practicable,  are  placed  either 
over  or  upon  the  right  of  and  adjoining  the  track  upon 
which  trains  are  governed  by  them.  For  less  than  three 
tracks,  signals  for  trains  in  each  direction  may  be  on  the 
same  signal  mast.  On  roads  operated  with  the  current  of 
traffic  to  the  left,  the  signals  may  be  placed  upon  the  left. 
Where  tracks  separate  sufficiently  to  permit,  the  signals 
may  be  placed  on  the  right  of  the  track  governed  where 
the  current  of  traffic  is  to  the  left. 

Block  signals  control  the  use  of  blocks,  but  unless 
otherwise  provided,  do  not  supersede  the  superiority  of 
trains,  nor  dispense  with  the  use  or  observance  of  other 
signals  whenever  and  wherever  they  may  be  required. 

Interlocking  signals,  except  dwarf  or  short  arm  sig- 
nals coming  within  the  block  signal  limits,  may  be  made  a 
part  of  the  block  signal  system  and  when  so  arranged  they 
will  be  semi-automatic. 

When  an  indicator  (small  signal)  is  placed  opposite 
or  near  a  main  track  switch  it  is  so  controlled  that  when 
there  is  a  train  or  an  open  switch  within  the  block  in 
which  the  switch  in  question  is  located  it  will  indicate 
STOP. 

Page  148 


Block  signals  for  double  track  apply  only  to  trains 
running  with  the  current  of  traffic  and  if  a  train  is  mov- 
ing against  the  current  of  traffic  no  protection  to  such 
train  is  afforded. 

"When  a  train  is  stopped  by  a  'stop'  signal,  it  may  pro- 
ceed when  the  signal  is  cleared.  If  not  immediately  cleared 
it  may  proceed  (a)  on  single  track,  preceded  by  a  flagman 
to  the  next  clear  signal  (b)  on  double  track  at  once  with 
caution." 

It  is  good  judgment,  and  it  is  required  on  some  Rail- 
roads, to  wait  at  least  five  minutes  after  stopping  on  single 
track  to  allow  the  flagman  to  get  out  a  sufficient  distance 
to  insure  full  protection  and,  if  weather  or  other  condi- 
tions are  unfavorable,  wait  a  longer  time.  If  the  sig- 
nal next  in  advance  is  in  plain  view  and  in  proceed  posi- 
tion, and  the  track  ahead  is  seen  to  be  clear,  trains  may 
proceed  not  exceeding  six  miles  per  hour  with  safety 
without  being  preceded  by  flagman. 

On  double  track,  stop  and  proceed  at  once  with  caution 
unless  the  view  is  badly  obscured  or  during  foggy  or 
stormy  weather,  in  which  case  it  may  be  necessary  to 
send  a  flagman  ahead  before  starting. 

In  proceeding  with  caution,  be  prepared  to  stop  if  block 
is  occupied,  switch  open,  rail  broken  or  other  obstruction. 

When  a  block  signal  is  out  of  service  the  fact  may  be 
indicated  by  placing  a  small  yellow  board  on  the  mast,  or 
by  removing  the  signal  blade,  or  by  any  other  authorized 
provision.  Trains  finding  such  indication  must,  unless 
otherwise  directed,  proceed  with  caution  to  the  next  block 
signal,  and  engineman  of  a  train  entering  the  block  should 
be  held  responsible  in  case  of  accident  caused  by  over- 
taking a  preceding  train,  but  this  does  not  relieve  the 
leading  train  from  complying  with  Rule  99. 

Trainmen  and  trackmen  should  never  yellow  board  a 
signal.  This  is  the  signal  maintainer's  duty  and  he  should 
not  do  so  until  he  inspects  the  track  to  the  next  opposing 
signal  and  displays  a  yellow  board  thereon. 

The  advisability  of  placing  a  yellow  board  on  the  op- 
posing signal  at  the  opposite  end  of  the  block  has  been 

Page  149 


questioned  for  the  reason  that  its  indication  may  stop  an 
opposing  train  if  not  yellow  boarded.  If  a  yellow  board 
is  displayed  at  both  ends,  opposing  trains  would  be  run- 
ning with  caution  and  that  is  rather  indefinite. 

"When  a  train  is  stopped  by  a  block  signal  which  is 
evidently  out  of  order  and  not  so  indicated,  the  fact  must 
be  reported  to  the  designated  officials." 

If  the  signal  on  the  left  is  seen  to  indicate  proceed  as 
it  is  passed  it  means  that  it  is  out  of  order  and  should  be 
so  reported  to  the  proper  official. 

Both  switches  of  a  crossover  between  two  main  tracks, 
or  between  a  main  track  and  any  adjacent  track,  must  not 
be  closed  while  a  train,  engine  or  car  occupies  the  con- 
nection between  the  switches. 

On  single  track  if  there  are  no  block  signals  visible 
from  a  spur  or  other  track,  unless  a  switch  indicator  is 
provided  to  denote  the  condition  of  the  block  ahead,  trains 
should  not  use  such  tracks  to  meet  or  be  passed  by  other 
trains.  Neither  should  these  tracks  be  used  in  switching 
unless  one  or  more  cars  are  left  on  the  main  track  to  give 
signal  protection  when  ready  to  proceed. 

On  single  track  if  train  clears  main  track,  thus  plac- 
ing signals  to  indicate  proceed,  they  should  upon  re- 
turning have  flagman  precede  the  train  to  a  point  where 
the  position  of  the  next  signal  and  the  track  between  the 
train  and  such  signal  can  be  seen  to  be  clear.  Do  not 
overlook  the  fact  that  a  train  moving  in  the  same  direc- 
tion may  have  passed  the  last  signal  to  the  rear  before 
you  entered  the  main  track,  and  be  governed  by  Rule  99. 

After  clearing  a  main  track  on  double  track  the  signal 
to  the  rear  may  indicate  proceed,  and  if  such  signal  can 
not  be  seen  from  the  point  where  you  desire  to  re-enter 
the  main  track,  flag  protection  must  be  provided  as  a  train 
may  have  passed  that  signal  before  switch  was  opened.  If 
there  is  a  switch  indicator  it  will  denote  whether  or  not  the 
block  is  clear. 

A  block  signal  system  does  not  in  any  way  modify  the 
time  clearance  of  the  superior  train,  either  moving  against 
or  ahead  of  them.  It  permits  a  train  to  follow  another 

Page  150 


when  signal  indicates  a  clear  block  thereby  eliminating  the 
spacing  time  required  by  the  rules  where  there  is  no  block 
system. 

Permissive  Automatic  Signals  are  designated  by  a 
pointed  blade  and,  in  addition,  at  night  by  two  lights  placed 
diagonally  on  mast,  the  lower  or  marker  light  always 
showing  same  color  (no  standard  color)  and  the  upper 
light  showing  color  corresponding  with  the  position  of 
signal  arm.  The  lower  or  marker  light  of  permissive 
signals  is  placed  on  opposite  side  of  mast  from  upper 
light  to  show  the  two  lights  on  a  diagonal  line  to  distin- 
guish a  permissive  from  an  absolute  signal.  The  two 
lights  on  an  absolute  signal  are  placed  one  directly  over 
the  other,  or  on  a  vertical  line. 

On  single  track  when  a  train  is  stopped  by  a  permissive 
signal,  if  caution  or  clear  signal  is  not  displayed,  train 
may  proceed  under  control  expecting  to  find  the  block  oc- 
cupied, a  switch  open  or  track  broken,  or  otherwise  ob- 
structed provided  it  holds  authority  to  proceed. 

A  "calling  on"  arm  is  an  additional  arm  placed  on  mast 
below  semi-automatic  home  signal.  When  route  is  clear, 
but  block  is  occupied  or  obstructed  so  that  semi-automatic 
home  signal  can  not  be  cleared,  the  "calling  on"  arm  will 
be  used  to  govern  movement  of  train  to  the  opposing  home 
signal,  beyond  which  point  it  will  proceed  in  accordance 
with  the  rules. 

On  some  roads  the  normal  position  of  automatic  block 
signals  is  STOP.  If  block  is  clear  the  signal  so  indicates 
when  train  reaches  a  given  point  in  advance  of  the  signal. 

ENGINEMEN  SHOULD  NEVER  OVERLOOK 
THE  FACT  THAT  THEY  MAY  RECEIVE  A  CLEAR 
INDICATION  AND  THEN  FIND  THE  NEXT  SIG- 
NAL AT  STOP. 

NOTE — When  a  train  is  stopped  by  a  home  signal  on 
single  track,  some  roads  permit  it  to  proceed  through  the 
block  at  reduced  speed  if  track  is  seen  to  be  clean  and  next 
signal  in  advance  is  in  view,  regardless  of  the  position  of  that 
signal.  On  heavy  ascending  grades  on  double  track,  some  roads 
arrange  signals  so  that  the  most  restrictive  indication  that  can 
be  given  is  caution,  thus  permitting  a  train  to  enter  an  occu- 
pied block  without  stopping. 


Page  151 


INTERLOCKING. 

A  mast  is  the  post  to  which  semaphore  signals  are 
directly  attached.  When  more  than  one  home  signal  is 
on  one  mast,  the  upper  home  signal  will  govern  the  main 
or  superior  route,  and  the  next  lower  home  signal  the  in- 
ferior or  diverging  route.  A  short  arm  home  signal  is 
equivalent  to  a  dwarf  signal.  It  is  placed  on  the  mast 
with  other  signals  to  avoid  placing  a  dwarf  signal  near 
the  mast,  unless  it  is  necessary  to  place  a  "calling  on"  arm 
in  that  position.  A  home  signal  governs  only  to  the  next 
home  signal,  or  through  limits  of  plant,  or  into  the  auto- 
matic system,  if  any.  When  both  a  home  and  distant  sig- 
nal are  on  one  mast  the  home  signal  controls  the  block 
ahead,  the  distant  signal  indicates  the  position  of  the  next 
home  signal.  Bracket  post  as  shown  on  mast  of  Signal 
248,  Plate  16,  page  176,  indicates  a  track  between  the 
mast  and  the  track  governed  by  Signal  248.  This  bracket 
post  is  indicated  by  a  blue  light  at  night. 

The  normal  indication  of  home  and  advance  signals  is 
STOP  and  of  distant  signals  CAUTION—  derails  or  di- 
verging switches,  for  railroad  crossings,  drawbridges, 
junctions,  and  in  sidings  connected  with  the  running  tracks, 
OPEN.  The  interlocking  of  signals  with  switches,  de- 
rails, railroad  crossings  or  drawbridges  is  such  that  a 
"proceed"  signal  can  not  be  given  unless  the  route  to  be 
used  is  clear,  and  stop  signals  displayed  and  all  derails  or 
diverging  switches  for  all  conflicting  routes  in  their  nor- 
mal position,  i.  e.,  stop,  or  to  derail.  The  display  of  a 
proceed  home  signal  locks  all  switches  and  derails  in  the 
route  as  far  as  the  point  to  which  such  signal  gives  per- 
mission to  proceed,  locking  all  opposing  or  conflicting  sig- 
nals and  releasing  the  corresponding  distant  signals  where 
such  signals  are  used. 

Dwarf  signals  take  you  through  any  cross-over  into  any 
track  or  against  the  current  of  traffic  or  other  line  up  that 
may  be  given  but  not  beyond  the  next  home  signal.  After 
receiving  a  short  arm  or  dwarf  proceed  signal  the  line 
up  must  be  duly  noted.  When  a  purple  (or  red)  light  is 
displayed  in  a  dwarf  signal  it  indicates  STOP. 

Page  152 


Home  signals  of  an  interlocking  plant  are  generally 
semi-automatic,  that  is,  after  being  placed  at  proceed,  the 
train  or  engine  entering  the  block  automatically  places 
them  jn  normal  or  stop  position,  and  the  signalmen  can  not 
again  indicate  proceed  with  these  signals  until  train  or  en- 
gine has  passed  out  of  the  block. 

A  separate  signal  must  be  given  for  each  move  made. 
Not  more  than  one  train  or  engine  is  permitted  to  use  a 
given  signal. 

"A  reverse  movement  within  the  limits  of  an  interlock- 
ing plant,  or  forward  movement  after  making  a  reverse 
movement,  must  not  be  made  without  the  proper  inter- 
locking signal  or  permission  from  the  signalman." 

If  a  home  and  distant  signal  are  on  the  same  mast  the 
distant  signal  always  indicates  caution  when  the  home  sig- 
nal is  at  stop. 

"Interlocking  signals  govern  the  use  of  the  routes  of 
an  interlocking  plant,  and  as  to  movements  within  home 
signal  limits,  their  indication  supersedes  the  superiority  of 
trains,  but  do  not  dispense  with  the  use  or  observ- 
ance of  other  signals  whenever  and  wherever  they  may  be 
required." 

Trains  or  engines  may  be  run  to  but  not  beyond  a  sig- 
nal indicating  stop,  except  when  it  is  necessary  to  discon- 
tinue the  use  of  interlocking  signals  and  they  are  fully 
informed  of  the  situation  and  know  that  they  are  fully 
protected.  In  such  cases  train  and  enginemen  may  accept 
hand  signals  as  against  interlocking  signals,  same  to  be 
given  from  the  tower  or  the  ground  as  provided  in  your 
rules.  Some  Railroads  require  in  addition  to  the  Standard 
Rule  that  train  be  preceded  by  a  flagman  of  such  train 
through  interlocking  plants  which  protect  railroad  cross- 
ings and  drawbridges. 

Trainmen  must  not  give  proceed  hand  signals  which 
conflict  with  interlocking  signals. 

If  a  clear  or  caution  signal,  after  being  accepted,  is 
changed  to  a  stop  signal  before  it  is  reached,  stop  must 
be  made  at  once  and  such  occurrence  must  be  reported 
to  proper  official. 

Page  153 


Trains  ^and  engines  stopped  by  the  signalman  in  mak- 
ing a  movement  through  an  interlocking  plant  must  not 
move  in  either  direction  until  they  have  received  the 
proper  signal  from  him. 

If  a  stop  signal  is  over-run  train  or  engine  must  back 
up  sufficiently  to  permit  it  to  be  be  cleared. 

PLATE  10       -  /WWNCE  BLOCK  SIGNAL  -     O*TST*HOMO> 

SUBDIVISION 


Bl.OCK-# I  BLOCK-C  \ -— J 

BLOCK-B  3LOCK-D 

After  No.  2  in  Block  C  passes  Signal  8  signalman  may 
then  advance  No.  4  into  Block  C  but  not  beyond  Signal  8. 
Both  Nos.  2  and  4  are  then  occupying  the  same  block  but 
with  an  advance  block  signal  (8)  between  them.  No.  6 
may  then  move  into  Block  B. 

NOTE :  The  1915  revision  of  Standard  Rules  eliminated  the 
advance  block  signal. 

An  advance  signal  is  a  signal  having  the  same  func- 
tion as  a  home  signal,  placed  some  distance  in  advance  of 
the  home  signal  at  a  block  or  interlocking  signal  station, 
providing  in  effect  a  short  block  section  in  which  the  sig- 
nalman may  hold  a  train  while  not  interfering  with  the 
movement  of  trains  in  the  main  block  section,  either  in 
advance  or  in  the  rear. 

Signalman  can  accept  another  train  in  the  rear  block 
as  soon  as  the  arriving  train  has  passed  completely  beyond 
the  home  signal  and  he  can  hold  the  arriving  train  at  the 
advance  signal  until  block  in  advance  is  clear. 

The  advance  block  signal  is  used  in  manual  block  sys- 
tems and  interlocking  plants. 

In  interlocking  plants  where  there  are  more  than  two 
main  tracks  and  three  semaphores  on  one  mast,  the  upper 
arm  authorizes  movement  on  track  governed  at  speed,  the 
second  arm  authorizes  movement  on  another  main  track 
with  current  of  traffic  at  a  reduced  speed,  say  30  miles 
per  hour,  and  the  lower  or  short  arm  semaphore  authorizes 

Page  154 


movement  against  current  of  traffic,  through  crossovers,  or 
other  line-ups  at  a  reduced  speed  of  perhaps  15  miles  per 
hour. 

Where  there  are  both  passenger  and  freight  tracks 
within  an  interlocking  plant,  there  are  generally  two  kinds 
of  signals,  one  type  for  the  passenger  track  and  a  differ- 
ent type  for  freight  track.  The  type  used  for  passenger 
track  being  the  regulation  signal,  while  the  signal  for  the 
freight  track  may  be  round  on  the  end  with  a  circle  on  the 
semaphore.  This  signal  at  night  will  show  two  lights  of  the 
same  color  when  in  caution  position  only;  while  in  other 
positions  the  lights  will  be  the  same  as  other  signals. 

In  terminals  where  fast  movements  are  required  the 
mast  or  bridge  is  used  to  place  signals  high  so  they  can 
be  seen  from  long  distances,  but  at  terminals  and  on  some 
tracks  where  the  movements  are  slow  all  signals  may  be 
of  the  dwarf  or  low  type  and  are  therefore  in  the  natural 
line  of  vision. 

/  Interlocking  home  dwarf  signals  are  never  semi- 
automatic. Interlocking  distant  dwarf  signals  are  always 
semi-automatic,  and  in  addition  are  controlled  by  the  next 
home  signal  in  advance.  Trains  moving  under  a  clear 
home  signal  must  therefore  be  prepared  to  stop  short  of 
another  train  or  obstruction  in  the  block  or  route,  unless 
there  is  a  distant  signal  showing  clear  on  the  same  mast. 
If  the  distant  signal  shows  clear  it  indicates  that  the  block 
is  clear  and  that  the  next  home  signal  (if  any)  is  clear. 


i 


Page  155 


POSITION  LIGHT  SIGNALS,  DAY  &  WIGHT  (No  Colors) 


OF  LIGHTS  INDICATING 
SAME  AS  UPPER  QUADRANT  SIGNALS 


-^' 


O-^'O-Q- 


r 


a 


STOP. 

BLOCK  AHEAD 
OCCUPIED. 

CAUTION. 

ONE  BLOCK  AHEAD 

CLEAR, BUT  SECOND 

OCCUPIED. 

PROCEED  PREPARED 
TO  PASS  NEXT 
SIGNAL  AT  MEDIUM 
SPEED.  TWO  BLOCKS 
CLEAR,  BUT  THIRD 
OCCUPIED. 

PROCEED.  THREE  OR 
BORE  BLOCKS 
AHEAD  CLEAR. 

PROCEED  AT 
MEDIUM  SPEED 
PREPARED  TO  STOP 
AT  1TEXT  SIGNAL. 


PROCEED  AT 
MEDIUM  SPEED. 


ROCEED  AT  LOW- 
PEED  PREPARED 
TO  STOP.  TRACK 
[MAY  BE  OCCUPIED 
OR  NEXT  SIGNAL 
AT  STOP. 

ROCEED  AT 
LOW  SPEED. 


STOP  TEEN 
ROCEED— RULE 
1504. 


PROCEED 

PREPARED  TO  STOP 
AT  NEXT  SIGNAL. 


PROCEEP  PREPARED 
TO  PASS  NEXT 
SIGNAL  AT 
MEDIUM  SPEED, 


PROCEED. 


POSITION  LIGHT  SIGNALS  EQUIVELANT  TO  TWO  SEMAPHORES 
FOR  STANDARD  SIGNAL  INDICATIONS  SEE  PLATES  18  TO  22  INCLUSIVE 


Page  156 


POSITION  LIGHT  SIGNALS. 

PL.ATE  11. 

The  Position  Light  Signal  is  the  latest  signal  known 
and  its  use  is  as  yet  confined  to  electric  railroads  or  por- 
tions of  steam  railroads  where  electric  current  is  available. 

It  eliminates  both  motion  and  color  and  is  a  positive 
signal  both  day  and  night.  The  apparatus  is  so  con- 
structed with  hoods  or  shields  that  a  beam  of  light  can 
be  plainly  seen  a  sufficient  distance  in  the  day  time  as 
well  as  at  night,  the  light  beams  indicating  the  same  posi- 
tions as  semaphore  blades,  thus  obviating  a  mistake  in  a 
signal  indication  owing  to  color  blindness. 

Each  beam  consists  of  four  lights  (18  inch  centers),  the 
second  light  from  the  bottom  being  the  axis  or  in  com- 
mon with  either  indication.  With  these  signals  a  clear 
indication  may  be  given  for  three  blocks  in  advance,  the 
same  as  may  be  done  with  some  other  systems. 

The  difference  between  the  positions  in  the  two  "STOP" 
indications  in  the  Position  Light  Signals  is  that  the  two 
horizontal  rows  indicate  STOP  AND  STAY  when  directly 
under  each  other,  and  STOP  AND  PROCEED  AS  PER 
RULE  509  (old  rule  504)  when  staggered  as  shown  on 
plate.  When  two  full  size  beams  are  not  shown  engine- 
man  knows  the  signal  is  imperfectly  displayed. 


Page  157 


PLATE  SYMBOLS  AND  OTHER  INDICATIONS. 

A-P-B  SYSTEM — ABSOLUTE-PERMISSIVE  BLOCK   SYSTEM. 
A — ABSOLUTE  BLOCK  SIGNAL 
P — PERMISSIVE  BLOCK  SIGNAL 
H — HOME  BLOCK  SIGNAL 
D — DISTANT    BLOCK    SIGNAL 
S — SEMI-AUTOMATIC  BLOCK    SIGNAL 
I — INTERLOCKING   SIGNAL 
DW — DWARF  SIGNAL 

F — FOREIGN  LINE  INTERLOCKING   SIGNAL 
INDICATES  LENGTH   OF   BLOCK 
INDICATES  LENGTH  OF  OVERLAP 
•TRAIN 

WESTWARD  TRAINS  ODD  NUMBERS 
EASTWARD  TRAINS  EVEN  NUMBERS 

THE   GOVERNING   ARM    IS   DISPLAYED   TO   THE  RIGHT   OF    SIGNAL 
MAST  AS   SEEN  FROM  THE  APPROACHING  TRAIN 
RED — STOP 

GREEN — PROCEED    (OR  CLEAR   SIGNAL) 
YELLOW — CAUTION 

Note:  The  Standard  Rules  permit  each  Railroad  to  desig- 
nate other  colors  to  indicate  caution  and  proceed  if  desired. 

QUESTIONS  AND  ANSWERS— BLOCK  SIGNAL. 

Q.     Define  a  Block. 

A.  A  length  of  track  of  defined  limits,  the  use  of  which  by 
trains  is  governed  by  block  signals. 

Q.     Define  a  Block   Station. 

A.    A  place  from  which  block  signals  are  operated. 

Q.     Define  a  Fixed  Signal. 

A.  A  signal  of  fixed  location  indicating  a  condition  affect- 
ing the  movement  of  a  train. 

Q.     Define  a  Block  Signal. 

A.    A  fixed  signal  governing  the  use  of  a  block. 

Q.     Define  a  Home  Block   Signal. 

A.    A  fixed   signal  at   the  entrance   of  a  block   to  govern 

trains  entering  and  .using  that  block. 
•  •utiitv 


Q.     Define  «M»~£dv4ifi«e  Block  Signal. 

A.  A  fixed  signal  used  in  connection  with  a  Home  Block 
Signal  to  govern  the  approach  thereto. 

Q.     Define  an  Advance  Block  Signal. 

A.  A  fixed  signal  used  in  connection  with  a  Home  Block 
Signal  to  sub-divide  the  block  in  advance.  (Eliminated  by 
1915  Revision  of  Standard  Rules). 

Page  158 


Q.     Define  a  Block  System. 

A.    A  series  of  consecutive  blocks. 

Q.     Define  a  Manual  Block  System. 

A.  A  series  of  consecutive  blocks  governed  by  block  sig- 
nals operated  manually,  upon  information  by  telegraph,  tele- 
phone or  other  means  of  communication. 

Q.     Define  a  Controlled  Manual  Block  System. 

A.  A  series  of  consecutive  blocks  governed  by  block  sig- 
nals, controlled  by  continuous  track  circuits,  operated  man- 
ually upon  information  by  telegraph,  telephone  or  other  means 
of  communication,  and  so  constructed  as  to  require  the  co- 
operation of  the  signalman  at  both  ends  of  the  block  to  dis- 
play a  clear  or  permissive  block  signal. 

Q.     Define  an   Automatic   Block   System.  * 

A.  A  series  of  consecutive  blocks  governed  by  block  sig- 
nals operated  by  electric,  pneumatic  or  other  agency  actuated 
by  a  train,  or  by  certain  conditions  affecting  the  use  of  a 
block. 

Q.     How  many  kinds  of  semaphore  block  signals  are  there? 

A.  Four ;  the  upper  and  lower  quadrant  three  position  and 
the  upper  and  lower  quadrant  two  position. 

Q.  What  do  the  various  positions  of  the  upper  quadrant 
indicate? 

A. 

THREE  POSITION. 

(1)  Semaphore   horizontal  and   to   the   right  of  the   mast 
as  seen  by  the  approaching  train — STOP. 

(2)  Semaphore  vertical  (upward)  and  to  the  right  of  the 
mast  as  seen  by  the  approaching  train — PROCEED. 

(3)  Semaphore  at  an  angle  above  the  horizontal  and  to 
the    right    of   the    mast   as    seen    by    the    approaching    train — 
CAUTION. 

TWO   POSITION. 

(1)  Semaphore  horizontal  and  to  the  right  of  the  mast  as 
seen  by  the  approaching  train — STOP. 

(2)  Semaphore  vertical  (upward)  and  to  the  right  as  seen 
by  the  approaching  train— PROCEED. 

(3)  Distant   semaphore    within    block    signal    system    and 
when  used  as  a  protection  to  obscure  switches  not  within  a 
block  signal  system,  when  vertical  (upward)  and  to  the  right 
of   the   mast   as   seen    by    the   approaching    train — PROCEED. 
When  at  an  angle  above  the  horizontal— CAUTION. 

Q.     What  do  the  various   positions   of  the   lower   quadrant 
indicate? 
A. 

TWO   POSITION. 

(1)  Semaphore  horizontal  and  to  the  right  of  the  mast 
as  seen  by  the  approaching  train — STOP. 

12  Page  159 


(2)  Semaphore  at  an  angle  below  the  horizontal  and   to 
the    right   of   the   mast   as    seen    by    the   approaching    train — 
PROCEED. 

(3)  Distant   semaphore    within    block    signal    system    and 
when  used  as  a  protection  to  obscure  switches  not  within  a 
block  signal  system,  when  horizontal  and  to  the  right  of  tbe 
mast  as  seen  by  the  approaching  train — CAUTION.     When  at 
an  angle  below  the  horizontal— PROCEED. 

THREE   POSITION. 

(1)  Semaphore   horizontal   and   to  the   right  of  the  niast 
as  seen  by  the  approaching  train— STOP. 

(2)  Semaphore  vertical    (downward)   and   to  the  right  of 
the  mast  as  seenHby  the  approaching  train — PROCEED. 

(3)  Semaphore  at  an  angle  below  the  horizontal  and   to 
the   right   of  the   mast  as   seen   by   the   approaching   train — 
CAUTION. 

(4)  Distant    semaphore    when    used    as    a    protection    to 
obscure  switches  not  within  a  block  signal  system,  when  ver- 
tical (downward)  and  to  the  right  of  the  mast  as  seen  by  the 
approaching  train — PROCEED.     When  at  an  angle  below  the 
horizontal— CAUTION. 

Note:  As  between  the  various  systems  in  use  the  three 
position  upper  quadrant  and  two  position  lower  quadrant  sys- 
tems prevail  as  against  the  other  two  systems.  For  other  types 
of  signals,  see  Standard  Signal  Indication  Plates. 

Q.     Define  an  overlap.     (No  standard  definition). 
A.    A  section  of  track  immediately  beyond  a  home  signal 
within  the  limits  of  which  a  train  is  protected  not  only  by  that 
home  signal  but  by  the  preceding  home  signal. 
Q.     Define  a  Manual  Block  System. 

A.  A  block  system  in  which  the  signals  are  operated 
manually.. 

Q.     Define  a  Switch  Indicator. 

A.  A  miniature  signal  located  at  main  track  switches  to 
indicate  the  condition  of  the  block  or  approach  of  a  train. 

Q.     When   upper  or  lower   quadrant   three   position    signal 
is  used  at  a  manual  block  station,  what  are  the  indications? 
A.    Horizontal— STOP. 

Vertical  above  or  below— PROCEED,  BLOCK  AHEAD 

CLEAR. 

Angle  upward  or  downward — PROCEED  WITH  CAU- 
TION, BLOCK  OCCUPIED  BY  TRAIN  AHEAD 
MOVING  IN  SAME  DIRECTION. 


Page  160 


QUESTIONS  AND  ANSWERS— AUTOMATIC  BLOCK 
SYSTEM. 

Q.  What  is  the  normal  position  of  Home  and  Distant 
Signals  of  an  Automatic  Block  System? 

A.  Generally  PROCEED.  A  few  railroads  operate  the 
automatic  block  system  with  normal  position  STOP. 

Q.  If  the  current  of  traffic  is  to  the  left  may  the  block 
signals  be  placed  upon  the  left? 

A.  Yes.  However,  where  tracks  separate  sufficiently  to 
permit,  they  may  be  placed  on  the  right. 

Q.  Do  block  signals  supersede  the  superiority  of  trains, 
or  dispense  with  the  use  or  observance  of  other  signals? 

A.    No,  not  unless  otherwise  provided. 

Q.  May  interlocking  signals  coming  within  block  signal 
limits  be  made  a  part  of  the  block  signal  system?  If  so, 
what  are  they  called? 

A.    Yes,   semi-automatic   signals. 

Q.  For  what  purpose  is  an  indicator  (small  signal)  placed 
opposite  or  near  a  main  track  switch? 

A.  It  is  to  indicate  whether  or  not  there  is  a  train  or 
open  switch  in  the  block  in  which  the  switch  in  question  is 
located.  If  the  block  is  occupied  the  small  red  semaphore 
(or  disc)  will  indicate  "stop";  if  not,  it  will  indicate  "proceed". 

Q.  Where  switch  indicators  are  used  do  the  indications 
displayed  relieve  enginemen  and  trainmen  from  protecting 
their  train  as  required  by  the  rules. 

A.     No. 

Q.  If  a  train  is  moving  against  the  current  of  traffic  do 
block  signals  afford  any  protection? 

A.  Yes,  the  signals  will  stop  an  opposing  train  or  one 
moving  with  current  of  traffic,  but  will  have  no  effect  on  the 
train  moving  against  the  current  of  traffic. 

Q.  When  a  train  is  stopped  by  a  block  signal  (not  a  per- 
missive signal)  when  may  it  proceed? 

A.  When  the  signal  indicates  proceed,  unless  otherwise 
provided. 

Q.  On  single  track,  if  not  immediately  cleared,  how  should 
train  be  governed? 

A.  Wait  the  time  specified,  or  longer  if  necessary,  and  if 
no  time  is  specified,  wait  sufficient  time  for  flagman  to  advance 
to  a  safe  distance  and  follow  flagman  to  the  next  clear  signal. 

Q.  If  the  next  signal  in  advance  can  be  plainly  seen  and 
is  in  proceed  position  and  track  is  seen  to  be  clear,  would 
it  be  safe  to  proceed  at  six  miles  per  hour  without  a  flag, 
and  why? 

A.  Yes,  if  the  next  signal  in  advance  is  in  proceed  posi- 
tion it  indicates  there  is  no  opposing  train  in  the  second 
block  ahead,  and  by  proceeding  it  will  place  a  home  signal 
in  stop  position  for  any  opposing  train,  and  there  will  be 

Page  161 


ample  protection.  By  not  exceeding  six  miles  per  hour  a 
broken  rail,  should  it  be  the  cause  of  placing  signal  at  stop, 
would  not  cause  serious  trouble. 

Q.  If  a  home  signal  is  at  stop  and  the  next  signal  in  ad- 
vance can  be  seen  in  proceed  position,  but  the  track  inter- 
vening is  obscure  owing  to  tunnels  or  other  obstructions,  how 
should  train  be  governed? 

A.  Proceed  under  flag  until  track  is  seen  to  be  clear  and 
signal  in  advance  in  proceed  position,  then  pick  up  flagman 
and  proceed  not  exceeding  six  miles  per  hour  through  the 
block. 

Q.  If  on  double  track  after  stopping  the  signal  does  not 
immediately  clear,  how  should  train  proceed? 

A.  Proceed  with  caution,  prepared  to  stop  if  there  is  a 
broken  rail,  open  switch  or  other  obstruction. 

Q.  What  would  you  consider  caution  or  a  safe  speed  in 
this  case? 

A.  Six  miles  per  hour  as  a  broken  rail  or  open  switch 
may  be  the  cause  of  the  signal  indicating  STOP. 

Q.     How  is  a  signal   out  of  service  indicated? 

A.  By  a  yellow  board  on  the  mast,  or  signal  blade  re- 
moved, or  other  authorized  provision. 

Q.  If  a  signal  is  yellow-boarded,  or  signal  blade  removed, 
how  should  train  proceed? 

A.  Proceed  with  caution  (unless  otherwise  directed)  to 
the  next  block  signal. 

Q.  If  a  signal  is  yellow-boarded  and  in  stop  position, 
should  the  train  stop?  If  not,  why? 

A.  No,  as  the  yellow  board  indicates  the  signal  is  out  of 
service  and  maintainer  is  required  to  place  the  signal  at  stop 
when  the  yellow  board  is  displayed. 

Q.  While  proceeding  with  caution  through  a  block  when 
a  signal  is  out  of  service,  who  is  held  responsible  for  rear 
end  collision? 

A.    Engineman   of  following  train. 

Q.  After  passing  a  signal  yellow-boarded,  or  signal  blade 
removed,  assuming  that  engineman  of  the  following  train  is 
held  responsible  for  an  accident,  does  this  relieve  the  flagman 
of  train  ahead  from  protecting  as  per  Rule  99? 

A.     No. 

Q.  Is  it  necessary  to  yellow-board  or  remove  a  signal 
blade  of  a  distant  signal? 

A.  No,  as  the  most  restrictive  indication  of  a  distant  sig- 
nal is  the  same  as  the  indication  of  a  signal  out  of  service — 
CAUTION. 

Q.     Who    should    yellow-board    signals? 

A.    The  signal  maintainer. 

Q.  If  a  train  is  stopped  by  a  block  signal  which  is  evi- 
dently out  of  order,  what  is  your  duty? 

A.  Report  it  to  the  designated  ofQcial  and  to  the  signal 
maintainer. 

Page  162 


Q.  On  single  track  if  the  signal  on  the  left  is  found  in 
proceed  position  with  your  train  in  the  block,  does  it  effect 
the  movement  of  your  train,  and  what  should  be  done? 

A.  No,  but  report  it  to  the  proper  official  and  signal 
maintainer. 

Q.  While  a  crossover  is  occupied  by  a  train,  engine  or 
car  should  either  switch  be  lined  up? 

A.  No,  the  movement  must  be  completed  before  either 
switch  is  restored  to  normal  position. 

Q.  Must  both  switches  of  a  crossover  i>e  opened  before 
a  train  starts  to  make  a  crossover  movement? 

A.    Yes. 

Q.  If  it  is  absolutely  necessary  to  use  a  spur  or  other 
track  for  the  purpose  of  allowing  a  train  to  pass  or  to  clear 
tor  an  opposing  train,  and  no  block  signals  near  enough  to 
be  seen  (especially  ahead  on  single  track)  what  course  should 
you  pursue? 

A.  Proceed  under  protection  of  flag  to  the  next  signal 
or  until  next  signal  is  in  plain  view  and  track  between  train 
and  signal  is  seen  to  be  clear. 

Q.  After  leaving  a  main  track  are  you  required  to  pro- 
tect against  following  trains  before  again  entering  main 
track? 

A.    Yes. 

Q.  Do  block  signals  change  or  modify  the  clearance  of  a 
superior  train? 

A.  No,  superior  trains  must  be  cleared  within  block  sig- 
nal limits  the  same  as  if  there  were  none. 

Q.  Within  automatic  block  signal  limits  may  trains  fol- 
low each  other  less  than  the  required  time  provided  the  sig- 
nal indicates  proceed? 

A.    Yes. 

Q.  When  flagging  through  a  block  how  far  would  you 
flag? 

A.  To  the  next  clear  signal  if  the  view  of  track  is 
obscure  and  signal  in  advance  can  not  be  seen  in  proceed 
position. 

Q.     Wrhat  should  flagman  look  for  while  preceding  a  train? 

A.    Broken  rails  or  broken  bond  wires. 

Q.  Is  it  important  that  both  train  and  engine  men  know 
their  train  is  clear  of  the  insulated  joints  when  occupying  a 
siding?  If  not,  what  might  be  the  result? 

A.  Yes,  to  prevent  placing  signals  in  stop  position  both 
ways,  thereby  causing  delay  to  trains. 

Q.  When  cars  are  set  out,  is  it  necessary  to  place  them 
clear  of  insulated  joints? 

A.    Yes. 

Q.  Is  it  necessary  to  notice  the  switch  points  after  closing 
a  switch  within  automatic  block  limits? 

A.    Yes. 

Q.  How  can  you  tell  when  a  switch  is  connected  with 
automatic  block  signals? 

A.  By  a  switch  box  as  shown  near  Signal  H-39,  Plate  13, 
page  169.  Example  4. 

Page  163 


QUESTIONS  AND  ANSWERS— INTERLOCKING. 

Q.     Define  Interlocking. 

A.  An  arrangement  of  switch,  lock  and  signal  appliances 
so  interconnected  that  their  movements  must  succeed  each 
other  in  a  predetermined  order. 

Q.     Define  an  Interlocking  Plant. 

A.  An  assemblage  of  switch,  lock  and  signal  appliances, 
interlocked. 

Q.     Define  an  Interlocking  Station. 

A.    A  place  from  which  an  interlocking  plant  is  operated. 

Q.     Define  a   fixed   signal. 

A.  A  signal  of  fixed  location  indicating  a  condition  affect- 
ing the  movement  of  a  train. 

Q.     Define  Interlocking  Signals. 

A.    The  fixed  signals  of  an  interlocking  plant. 

Q.     Define  a  Home  Interlocking  Signal. 

A.  A  fixed  signal  at  the  entrance  of  a  route  or  block  to 
govern  trains  in  entering  and  using  said  route  or  block. 

Q.     Define  a  Distant  Interlocking  Signal. 

A.  A  fixed  signal  used  in  connection  with  one  or  more 
Home  Signals  to  govern  the  approach  thereto. 

Q.     Define  an  Advance  Interlocking  Signal. 

A.  A  fixed  signal  used  in  connection  with  the  Home  Sig- 
nal to  facilitate  the  movements  within  an  interlocking  plant. 
(Not  now  Standard). 

Q.     Define  a  Dwarf  Signal. 

A.  A  low  Home  Signal.  (Some  roads  dwarf  distant 
signals). 

Q.  How  should  a  Short  Arm  Home  Signal  when  on  the 
same  mast  as  other  signals,  be  regarded? 

A.  The  same  as  a  Dwarf  Signal,  unless  the  system  in  use 
provided  for  a  "calling  on"  arm. 

Q.  What  effect  will  the  failure  of  any  part  controlling  the 
operation  of  a  signal  have  on  the  signal? 

A.  It  will  cause  it  to  display  its  most  restrictive  in- 
dication. 

Q.  What  is  the  normal  indication  of  an  interlocking 
Home  or  Advance  Signal? 

A.     Stop. 

Q.     What  is  the  normal  indication   of  a  Distant  Signal? 

A.    Caution. 

Q.  What  is  the  normal  indication  of  a  Dwarf  or  Short 
Arm  Home  Signal? 

A.     Stop. 

Q.     What  is  the  normal  position  of  a  derail? 

A.    Open. 

Q.  When  there  are  two  Home  Signals  on  a  mast  what 
do  they  govern? 

A.  The  upper  the  superior  route,  the  lower  the  diverging 
route. 

Page  164 


Q.  When  there  is  a  Home  and  Distant  Signal  on  a  mast, 
the  last  one  controlling:  movement  into  the  end  of  a  track 
beyond  the  last  Interlocking-  Signal,  and  Home  Signal  indi- 
cates proceed  and  Distant  Signal  caution,  how  should  train 
accepting  such  signals  be  governed,  and  who  is  responsible 
for  a  collision  with  car  or  train  on  such  track? 

A.  The  engineman  accepting  such  signal  is  responsible 
and  must  run  prepared  to  stop  before  reaching  train  or 
obstruction. 

Q.     How  far  does  a  Home  Signal  govern? 

A.    To  the  next  Home  Signal  in  advance. 

Q.     What  does  a  Dwarf  Signal  govern? 

A.  A  movement  over  any  track,  crossover,  derail  or 
switch  into  any  siding,  spur  or  other  track  that  is  lined  up 
but  not  beyond  the  first  Home  Signal  on  the  route  as  lined. 

Q.  WThen  three  home  semaphores  on  a  mast,  what  do  they 
indicate  when  in  proceed  position? 

A.    Upper  arm — proceed  at  usual  speed,  route  is  set. 

Middle  arm — proceed  at  restricted  speed,  route  is  set. 
Lower  arm — proceed  at  slow  speed,  route  is  set;  track 
may  or  may  not  be  occupied. 

LOWER  QUADRANT  SIGNALS. 

Q.     How  does  a  Home  Signal  indicate  STOP? 

A.  Semaphore  horizontal  to  the  right  of  the  mast  as 
seen  by  approaching  trains  by  day  and  a  red  light  at  night. 

Q.     How  does  a  Home  Signal  indicate  PROCEED? 

A.  Semaphore  diagonal  below  the  horizontal  to  the  right 
of  mast  as  seen  by  approaching  trains  by  day  and  a  green 
light  at  night.  If  it  is  a  three  position  signal  then  the 
semaphore  pointed  downward  parallel  with  the  mast  indi- 
cates PROCEED. 

Q.  How  does  a  two-position  (lower  quadrant)  Distant 
Block  Signal  indicate  CAUTION? 

A.  Semaphore  horizontal  to  the  right  of  mast  as  seen  by 
approaching  trains  by  day  and  a  yellow  light  at  night. 

Q.  How  does  a  two  position  (lower  quadrant)  Distant 
Block  Signal  indicate  PROCEED? 

A.  Semaphore  diagonal  below  the  horizontal  to  the  right 
of  mast  as  seen  by  approaching  trains  by  day  and  a  green 
light  at  night. 

UPPER  QUADRANT  SIGNALS. 

Q.     How  is  STOP  indicated? 

A.  Semaphore  horizontal  with  the  mast  as  seen  by  ap- 
proaching trains  by  day  and  a  red  light  at  night. 

Q.     How  is   PROCEED  indicated? 

A.  Semaphore  vertical  with  the  mast  above  the  horizontal 
as  seen  by  approaching  trains  by  day  and  a  green  light  at 
night. 

Q.     How   is   CAUTION   indicated? 

A.  Semaphore  diagonal  above  the  horizontal  as  seen  by 
approaching  trains  by  day  and  a  yellow  light  at  night. 

Page  165 


Q.  May  a  clear  signal  be  displayed,  before  derails  or 
diverging  switches,  if  any,  in  conflicting  routes  are  in  their 
normal  position  and  the  switches  for  the  required  route  are 
set  and  locked? 

A.    No. 

Q.  How  far  will  the  display  of  a  clear  signal  lock  all 
switches  and  derails  in  the  route  given? 

A.  Only  as  far  as  such  clear  signal  gives  permission  to 
proceed. 

Q.  How  does  a  two  position  (upper  quadrant)  Distant 
Block  Signal  indicate  caution? 

A.    Semaphore  diagonal  above  the  horizontal  to  the  right 
of   the    mast   as    seen    by    approaching    trains    by    day   am" 
yellow  light  at  night. 

Q.  How  does  a  two  position  (upper  quadrant)  Distant 
Block  Signal  indicate  proceed? 

A.    Semaphore  vertical  with  the  mast  above  the  horizor 
as  seen   by   approaching  trains  by  day  and  a  green  light   u* 
night. 

Q.  When  both  a  Home  and  Distant  Signal  are  on  one 
mast  what  does  the  Home  Signal  control? 

A.    The  block  ahead. 

Q.  What  does  the  Distant  Signal  indicate  when  the  Home 
Signal  above  it  indicates  stop? 

A.    Caution.   The  next  Home  Signal  may  also  indicate  stop. 

Q.  What  does  the  Distant  Signal  at  caution  indicate  when 
the  Homo  Signal  above  it  is  at  proceed? 

A.    Indicates  next  Home  Signal  is  at  stop. 

Q.  What  do  bracket  posts  by  day  and  blue  lights  by 
night  indicate? 

A.  A  track  corresponding  to  each  such  bracket  post  be- 
tween the  mast  and  the  track  governed  'by  the  signals  on  the 
mast. 

Q.  Can  a  PROCEED  signal  be  given  to  move  a  train  or 
engine  over  a  derail,  railroad  crossing,  drawbridge  or  switch 
before  the  route  is  clear  and  locked,  and  all  signals,  derails 
and  diverging  switches  for  conflicting  routes  in  their  normal 
positions? 

A.     No. 

Q.  Does  the  display  of  a  proceed  Home  Signal  lock  all 
switches  and  derails  in  the  route,  and  how  far? 

A.  Yes,  to  the  point  to  which  the  signal  gives  permission 
to  proceed. 

Q.  After  receiving  a  Short  Arm  or  Dwarf  Signal  to  pro- 
ceed, what  must  be  ascertained? 

A.    If  the  track  line  up  is  proper. 

Q.  What  effect  does  a  train  or  engine  have  on  any  semi- 
automatic signal  indicating  proceed  on  passing  the  signal? 

A.  It  automatically  goes  to  STOP  and  can  not  again  be 
displayed  at  PROCEED  until  train  or  engine  is  out  of  the 
block. 

Q.     How  many  moves  may  be  made  on  one  clear  signal? 

A.    One. 

Page  166 


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c. 


Q.  Do  interlocking  Home  Signal  indications  supersede 
the  superiority  of  trains  within  the  limits  of  their  control? 

A.    Yes. 

Q.  Do  their  indications  dispense  with  the  use  or  observ- 
ance of  other  signals  whenever  and  wherever  they  may  be 
required? 

A.     No. 

Q.  If  a  signal  permitting  a  train  to  proceed,  after  being 
accepted,  is  changed  to  STOP  before  it  is  reached,  how  should 
train  be  governed? 

A.    Stop  at  once;  report  occurrence  to  proper  official. 

Q.  When  may  a  train  or  engine  proceed  on  a  hand  sig- 
nal as  against  interlocking  signals? 

A.  Not  until  enginemen  and  trainmen  are  fully  informed 
of  the  situation  and  all  local  or  special  rules  are  complied  with. 

Q.     May  trains  or  engines  pass  a  signal  indicating  stop? 

A.     No,  except  under  conditions  of  preceding  question. 

Q.  After  a  train  or  engine  is  stopped  by  a  signalman 
in  making  a  movement  through  an  interlocking  plant,  when 
may  it  move  in  either  direction? 

A.    After  receiving  the  proper  signal  from  the  signalman. 

Q.  May  a  reverse  movement  within  an  interlocking  plant, 
or  a  forward  movement  after  making  a  reverse  movement,  be 
made  without  proper  interlocking  signal  or  permission  from 
the  signalman? 

A.     No. 

DESCRIPTION   SINGLE    TRACK   BLOCK   SIGNALS- 
PLATE  12. 

Example  1. 

Train  3  holds  signal  at  H-ll  against  No.  5  until  No.  3 
passes  over  Block  B-3  and  out  of  Overlap  O-3  at  point  "b." 

Train  1  holds  Signal  H-4  against  No.  2  after  passing 
Signal  H-5. 

Train  2  holds  Signal  H-3  against  No.  1  after  passing 
Signal  H-2,  thus  preventing  a  head-on  collision. 

Signals  H-3  and  H-4  are  approximately  2500  feet  apart. 

Example  2. 

Train  7  holds  Signal  H-15  until  it  passes  Signal  H-13. 
After  passing  beyond  H-13,  H-15  indicates  proceed  and 
Train  7  then  holds  only  D-13  and  H-13  to  the  rear.  Train 
9  before  opening  switch  to  head  out  at  Station  E  should 
note  position  of  Signal  H-18.  If  H-18  on  the  left  is  at 
stop  it  may  indicate  that  a  train  moving  in  the  same  direc- 
tion is  in  the  block. 

If  Signal  H-13  shows  the  yellow  board  it  indicates  the 
signal  is  out  of  service  and  trains  must  proceed  with 
caution  through  the  block. 

Train  11  holds  Signals  D-19  and  H-21  to  the  rear  and 
Signals  H-20,  H-18  and  D-18  ahead. 

Page  167 


QUESTIONS  AND  ANSWERS— PLATE  12. 
Example  1. 

Q.  What  is  the  approximate  distance  between  two  Home 
Signals  intermediate  between  Stations,  for  example,  between 
Signals  H-3  and  H-4? 

A.    2,600  feet. 

Q.  As  soon  as  Train  3  passes  Signal  D-7,  what  signals 
will  it  hold? 

A.  Signals  D-7  and  H-9  to  the  rear  and  D-6,  H-6  and  H-8 
ahead. 

Q.  After  Train  5  passes  Signal  It -11,  how  long  will  it 
hold  it  at  stop? 

A.    Until  it  passes  out  of  Overlap  O-3  at  point  "b". 

Q.     How  long  will  Train  3  hold  Signals  Jl-11  and  H-9? 

A.  Will  hold  H-ll  until  it  passes  out  of  Overlap  O-S  at 
point  "b"  and  hold  H-9  until  it  passes  Signal  H-7. 

Q.  At  what  point  did  Train  1  put  Signal  H-4  at  stop 
against  Train  2? 

A.    When  it  passed  Signal  H-5. 

Q.  At  what  point  did  Train  2  put  Signal  H-3  at  stop 
against  Train  1? 

A.  When  it  passed  Signal  H-2,  thus  preventing  a  head-on 
collision. 

Q.     At  what  point  did  Train  3  put   Signal  H-8  at  stop? 

A.    When  it  entered  Overlap  O-10  at  point  "h". 

Example  2. 

Q.  How  should  Train  7  proceed  after  passing  Signal  H-13 
yellow-boarded  ? 

A.    Proceed  with  caution  to  the  next  signal. 

Q.  If  on  Train  9  ready  to  head  out  of  siding  at  Station  E, 
what  signals  would  you  consider  before  opening  switch? 

A.  H-17  to  ascertain  if  block  ahead  is  clear,  then  H-18  to 
ascertain  if  train  is  following  that  might  side-swipe  Train  9. 

Q.  If  H-18  indicates  proceed,  would  that  relieve  Train  9 
of  protecting  against  a  following  train  while  taking  main 
track? 

A.     No. 

Q.     How  long  are  overlaps? 

A.    Two  thousand  to  five  thousand  feet. 

Q.  If  moving  from  Station  F  to  Station  E  and  Signal 
H-23  is  at  stop  and  H-21  is  seen  and  it  indicates  stop,  how 
should  train  proceed? 

A.    Under  protection  of  flag. 

Q.  If  moving  from  Station  F  to  Station  E  and  Signal  H-23 
is  at  stop  and  Signal  H-21  is  in  plain  view  and  indicates  pro- 
ceed and  track  is  seen  to  be  clear,  how  should  train  proceed? 

A.    Not  exceeding  six  miles  per  hour. 

Q.  If  moving  from  Station  F  to  Station  E  and  Signal  H-23 
is  at  stop  and  Signal  H-21  can  not  be  seen  until  you  get 
around  a  curve  beyond  Signal  H-23,  how  should  train  proceed? 

A.  Under  protection  of  flag  to  the  point  where  Signal  H- 
21  can  be  seen,  and  if  in  proceed  position  and  the  track  be- 

Page  168 


EXAMPLE 
I. 


0-30* 
B-32 


H28 


0-32 
B-34* 


PLflTE-13 

STATION 
J. 

H  35 


0*0 


SIDING 


0-36 

838 


tween  that  point  and  Signal  H-21  is  seen  to  be  clear,  would 
then  proceed  not  exceeding  six  miles  per  hour  to  Signal  H-21. 
Q.  If  Train  11  backs  out  of  siding  at  Station  E  and 
track  ahead  is  obscure  to  the  next  signal,  how  far  should  it 
back  up? 

A.  Far  enough  to  allow  Signal  H-19  to  indicate  condi- 
tion of  track  between  Signals  H-19  and  H-17. 

DESCRIPTION   SINGLE    TBACK   BLOCK   SIGNALS- 
PLATE  13. 
Example  3. 

Train  13  holds  Signals  H-31  and  D-31  as  rear  protec- 
tion, also  holds  H-30  and  D-30  against  opposing  trains. 
Train  4  held  Signals  H-26  and  H-28  until  it  passed  point 
V  when  Signal  H-26  went  to  proceed  and  Train  4  then 
held  Signal  H-28  at  stop  and  had  the  length  of  the  over- 
lap from  H-28  to  point  V  to  the  rear. 

Train  4  in  meeting  Train  13  at  Station  H,  after  stop- 
ping for  Signal  H-30,  it  may,  if  Train  13  is  at  H  and  track 
is  seen  to  be  clear,  proceed  not  exceeding  six  miles  per 
hour  from  Signal  H-30  to  west  end  of  siding  at  Station 
H  and  head  in.  If  view  is  obscure  it  should  proceed 
only  under  flag. 

Example  4. 

Train  15  by  overlap  post  at  Station  K  holds  Signal 
H-36  at  Station  J  against  opposing  trains.  If  back  of 
overlap  post  it  holds  only  Signals  D-38  and  H-38  against 
opposing  trains.  Train  15  also  holds  Signals  H-39  and  D- 
39  to  the  rear.  Train  17  over  insulated  joint  at  Station  K  or 
open  switch  ahead  or  a  car  foul  of  the  west  switch  holds 
Signals  H-36,  D-38  and  H-38  against  eastward  trains, 
also  holds  Signals  H-39  and  D-39  to  the  rear. 

QUESTIONS  "AND  ANSWERS— PLATE  13. 

Example  3. 

Q.  If  Train  4  is  to  meet  Train  13  at  Station  H  and  Train 
13  is  on  main  track  clear  of  west  switch  of  siding,  may  Train 
4  after  stopping  at  Signal  H-30  proceed  on  signal  from  flag- 
man of  Train  13  to  the  west  end  of  siding  and  head  in? 

A.    Yes. 

Q.  If  Train  4  after  meeting  Train  13  at  Station  H  desires 
to  back  out  of  west  end  of  siding  and  view  of  Signal  11-32 
is  obscure,  how  may  it  proceed? 

A.  Under  flag  to  Signal  H-32  or  to  a  point  where  Signal 
H-32  can  be  seen,  and  then  if  it  indicates  proceed  and  track 
is  clear  it  may  proceed  to  the  signal  not  exceeding  six  miles 
per  hour. 

Page  169 


Q.  If  the  switch  in  siding  at  Station  H  is  left  lined  up 
for  the  team  track,  what  signals  would  it  hold? 

A.     Signals  D-30,  H-30,  H-31  and  D-31. 

Q.  If  either  switch  in  the  main  track  at  Station  H  is  left 
open,  what  effect  would  it  have? 

A.  Signals  H-30  and  H-31  would  indicate  STOP  and 
Signals  D-30  and  D-31  would  indicate  CAUTION. 

Example  4. 

Q.  Train  17  over  insulated  joint  at  Station  K,  what  sig- 
nals does  it  effect? 

A.  Signals  H-SS^nd  H-39  indicate  STOP  and  Signals  D-3S 
and  D-39  indicate  CAUTION. 

Q.     What  is  the  object  of  the  overlap  post  at  Station  K? 

A.  To  prevent  a  westward  train  passing  Signal  H-37  at 
proceed  and  an  eastward  train  passing  Signal  H-36  at  pro- 
ceed at  the  same  time  with  no  stop  signals  between  them. 

Q.  If  Train  15  at  Station  K  passes  the  overlap  post  be- 
fore an  opposing  train  it  is  to  meet  passes  Signal  H-36,  what 
would  be  the  result? 

A.    It  would  hold  the  opposing  eastward  train  at  Station  J. 

Q.  If  Train  15  is  to  meet  an  opposing  train  at  Station 
K,  how  should  it  be  governed? 

A.  Should  not  pass  overlap  post  at  Station  K  until  the 
opposing  train  has  passed  Signal  H-36  at  Station  J. 

Q.     What  does  Dwarf  Signal  DW-47  govern? 

A.  Derail  5  and  movement  out  of  siding  at  Station  L  over 
crossing  to  Signal  H-43. 

Q.  What  does  Interlocking  Signal  1-48  to  the  left  of  main 
track  at  Station  L  govern,  and  why  was  it  placed  to  the  left 
of  main  track? 

A.  Signal  1-48  governs  westward  movement  on  the  main 
track  over  crossing  to  Signal  H-43.  It  was  placed  to  the  left 
of  the  main  track  owing  to  there  not  being  room  for  it 
between  the  main  track  and  siding. 

Q.  How  far  would  a  westward  train  hold  Signal  H-43  at 
stop? 

A.    Until  it  passes  out  of  Block  B-43  at  Signal  H-39. 

Q.  Where  would  Signal  S-44  take  an  eastward  train  if 
it  indicated  proceed? 

A.  Over  the  crossing  to  the  next  automatic  signal,  or 
through  interlocking  plant. 

Q.  Where  would  Signal  1-44  take  an  eastward  train  if  it 
indicated  proceed? 

A.    Over  the  crossing  and  into  siding  at  Station  L. 

Q.  WThy  was  Signal  H-42  placed  opposite  Signal  D-39  and 
Signal  H-41  placed  opposite  to  Signal  D-44? 

A.  Owing-  to  a  short  block  and  to  prevent  overlapping 
into  Stations  K  or  L. 

Q.  If  Signal  H-41  was  eliminated  and  Block  B-43  over 
lapped  into  Station  K,  where  would  a  westward  train  in  the 
overlap  at  Station  K  hold  a  following  train? 

A.    At  Signal  H-43. 

Page  170 


EXAMPLE 


PkfllEW 

\\-7l 
D69 


Xx\s 


73 


D  71 


H75 


D73 


H77 


D-75 


H79 


K 


Q.  With  Signal  11-41  where  would  a  train  in  the  same 
position  at  Station  K  hold  a  following  train? 

A.    At  Signal  H-39  instead  of  H-43. 

Q.  After  Train  15  passes  overlap  post  at  Station  K,  what 
signals  does  it  then  hold  against  an  opposing  train? 

A.     Signals  H-36,  H-38  and  D-38. 

Q.  If  an  opposing  eastward  train  passes  signal  H-36 
before  Train  15  passes  the  overlap  post  at  Station  K,  what 
signal  will  it  hold  against  Train  15? 

A.    Signal  H-37. 

Q.  Without  any  Home  Signals  between  Stations  J  and 
K  may  a  butting  collision  be  prevented  by  the  signals;  if  so, 
which  ones? 

A.  Yes.  Signal  H-36  would  hold  an  eastward  train  at 
Station  ,T  and  Signal  H-37  would  hold  a  westward  train  at 
Station  K. 

DESCRIPTION    SINGLE    TRACK   BLOCK   SIGNALS- 
PLATE  14. 

Example  5. 

Broken  rail  near  Signal  H-50  holds  Signals  D-49  and 
H-51  against  trains  moving  from  Station  N  to  Station  M 
and  holds  Signal  H-50  and  a  home  and  distant  signal  west 
of  Station  M  against  eastward  trains.  Closed  Derail  6  at 
Station  N  holds  Signals  D-54  and  H-54  against  eastward 
movements,  and  holds  Signals  D-55  and  H-55  against  west- 
ward movements. 

Signal  D-53  indicates  caution  until  a  westward  train 
passes  out  of  Overlap  O-61  at  "hh"  as  shown  by  dotted 
line. 

Signal  D-56  indicates  caution  until  an  eastward  train 
passes  out  of  Overlap  O-62  at  "11"  as  shown  by  dotted 
line. 

Broken  bond  wire  between  Signals  D-60  and  H-60 
holds  Signals  H-58  and  D-60  against  eastward  trains,  also 
holds  Signal  H-59  and  a  Home  and  Distant  Signal  east 
of  Station  O  against  westward  trains. 

DESCRIPTION  DOUBLE  TRACK  BLOCK  SIGNALS- 
PLATE  14. 
Example  6. 

Normal  line  up  for  westward  track  at  "S"  holds  Sig- 
nals H-80,  D-82  and  D-80  against  eastward  movements 
from  double  to  single  track.  Train  19  holds  Signals  H-77, 
D-75  and  D-77  until  it  passes  Signal  H-75,  then  Signals 

Page  171 


H-77  and  D-77  go  to  proceed  position  and  Train  19  will 
then  hold  Signals  H-75,  D-73  and  D-75  until  it  passes  Sig- 
nal H-73,  then  Signals  H-75  and  D-75  will  go  to  proceed 
position,  and  so  on. 

Train  6  holds  Signals  H-76,  D-78  and  D-76.  Signal 
D-80  indicates  caution  and  Signal  H-80  indicates  stop, 
which  protects  No.  6  against  the  westward  line  up  at  "S". 

When  switch  at  "S"  is  lined  up  for  an  eastward  move- 
ment to  the  single  track  Signal  H-81  goes  to  stop  and 
Signals  D-79  and  D-81  indicate  caution. 

After  switch  at  "S"  is  lined  up  for  the  eastward  move- 
ment Signals  H-80  and  D-80  go  to  proceed. 

The  normal  line  up  of  siding  at  Station  "R"  is  for  a 
back  in  movement  from  either  main  track  to  the  siding 
after  main  track  switch  is  lined  up. 

The  normal  line  up  of  the  siding  at  Station  "P"  is  for 
a  head  in  movement  from  either  main  track  to  the  siding, 
after  main  track  switch  is  lined  up. 

QUESTIONS  AND  ANSWERS— PLATE  14. 
Example  5. 

Q.  What  holds  Signals  H  50  and  H-51  at  stop  and  D-49 
at  caution? 

A.    Broken  rail  in  Block  B-56. 

Q.  If  there  was  a  broken  rail  in  Block  B-61  at  point 
indicated  by  a  *  what  signals  would  it  effect  and  how? 

A.    Signals  H-50,  H-52  and  H-53  would  indicate  stop. 

Q.     Is  Derail  6  in  its  normal  position? 

A.    No,  it  should  be  open. 

Q.  How  long  will  a  westward  train  hold  Signal  D-53 
at  Caution? 

A.  Until  train  passes  out  of  Overlap  O-61  at  "hh"  or  Sig- 
nal D-49. 

Q.  How  far  will  an  eastward  train  hold  Signal  D-56  at 
Caution  ? 

A.  Until  train  passes  out  of  Overlap  O-62  at  "11"  between 
signal  H-58  and  D-60. 

Q.  If  Derail  6  in  siding  at  Station  "N"  is  closed  (lined  up 
to  take  the  main  track)  by  a  westward  train  before  an  oppos- 
ing train  it  is  to  meet  passes,  what  signals  would  it  hold 
against  the  eastward  train,  and  what  would  be  the  result? 

A.  Would  hold  Signal  H-54  at  stop  and  Signals  D-54  and 
D-56  at  caution,  perhaps  causing  eastward  train  to  flag 
Block  B-60. 


Page  172 


SYSTEM 


QUESTIONS  AND  ANSWERS— PL  ATE  14. 
Example  6. 

Q.  If  Switch  12  of  siding:  at  Station  "P"  was  lined  np  for 
an  eastward  train  to  head  in,  what  signals  would  it  hold? 

A.  Signals  H-70,  D-72  and  a  distant  signal  on  the  next 
mast  west  of  Signal  H-70. 

Q.  If  Switch  7  of  siding  at  Station  "P"  was  lined  up  for 
a  westward  train  to  head  in,  what  signals  would  it  hold? 

A.    Signals  H-75,  D-73  and  D-75. 

Q.  If  Switches  1,  2  and  3  were  lined  up  for  a  crossover 
movement,  what  signals  would  they  hold? 

A.  Signals  H-76,  D-76  and  D-78  on  eastward  main  route 
and  Signals  H-79,  D-79  and  D-77  on  westward  main  route. 

Q.     If  Switch  1  was  open,  what  signals  would  it  hold? 

A.    Signals  H-79,  D-79  and  D-77. 

Q.     If  Switch  3  was  open,  what  signals  would  it  hold? 

A.    Signals  H-76,  D-76  and  D-78. 

Q.  If  Switches  4,  5  and  6  were  lined  up  for  a  crossover 
movement,  what  signals  would  they  hold? 

A.  Signals  H-76,  D-76  and  D-78  on  eastward  main  route 
and  Signals  H-77,  D-77  and  D-75  on  westward  main  route. 

Q.  If  Switch  11  was  lined  up  for  a  back  in  movement 
from  the  westward  main  track  to  the  siding,  what  signals 
would  it  hold? 

A.    Signals  H-73,  D-73  and  D-71. 

Q.  If  Switch  8  is  lined  up  for  a  back  in  movement  from 
the  eastward  main  track  to  the  siding,  what  signals  will  it 
hold? 

A.    Signals  H-72,  D-72  and  D-74. 

Q.  If  Switches  12,  1,  4,  5  and  6  are  lined  up  for  an  eastward 
movement  against  the  current  of  traffic  on  westward  track 
from  Station  P  to  Station  K,  what  signals  will  it  effect, 
and  how? 

A.  Signals  H-75  and  H-77  would  indicate  stop  for  west- 
ward movements.  Signals  D-73,  D-75  and  D-77  would  indicate 
caution  for  westward  movements.  Signals  H-76  and  H-70 
would  indicate  stop  for  an  eastward  movement.  Signals  D-78, 
D-76  and  D-72  and  the  distant  signal  on  the  first  mast  west 
of  Signal  H-70  would  indicate  caution. 

DESCRIPTION  DOUBLE  TRACK  BLOCK  SIGNALS- 
PLATE  15. 

Example  7. 

The  crossover  open  at  "V"  holds  Signals  H-93,  D-91 
and  D-93  against  westward  trains,  and  Signals  H-94,  D- 
96  and  D-94  against  eastward  trains. 

Switch  17  at  west  end  of  siding  at  Station  U  lined  up 
for  the  crossover  holds  Signals  H-90,  D-92  and  D-90 
against  eastward  trains. 

Page  173 


Car  2  foul  of  the  crossover  at  Switch  23,  Station  T, 

holds  Signals  H-87,  D-85  and  D-87  against  westward  trains. 

Car  1  foul  of  the  crossover  at  Switch  20,  Station  T, 

holds    Signals    H-86,    D-88    and    D-86    against    eastward 

trains. 

QUESTIONS  AND  ANSWERS— PLATE  15. 
Example  7. 

Q.  What  is  the  normal  line  up  of  switches  14  and  17  at 
Station  U? 

A.    To  permit  a  back  in  movement  from  either  main  track. 

Q.  If  both  switches  of  Crossover  V  were  lined  up  for 
main  route  what  effect  would  it  have  on  the  signals? 

A.    The  same  effect  as  if  only  one  switch  was  lined  up. 

Q.  If  both  switches  of  Crossover  V  were  lined  up  what 
signals  would  it  effect,  and  how? 

A.  It  would  place  Signals  H-93  and  H-94  at  stop  and 
Signals  D-94,  D-96,  D-91  and  D-93  at  caution. 

Q.  Would  you  line  up  either  switch  of  Crossover  V  for 
the  main  if  there  was  a  car  or  engine  on  the  crossover? 

A.     No. 

~~Q.     If  Car  2  at  Station   T  was  placed  into  clear  what  sig- 
nals would  it  release? 

A.    Signals  H-87,  D-85  and  D-87. 

Q.  What  effect  has  Car  2  foul  of  Switch  23,  Siding  T,  011 
Signals  H-86,  D-86  and  D-88? 

A.    No  effect. 

Q.  What  is  the  cause  of  Signal  H-86  indicating  stop  anrt 
Signals  D-86  and  D  88  indicating  caution? 

A.    Car  1  foul  of  Switch  20,  Station  T. 

Q.  If  a  train  was  moving  against  the  current  of  traffic 
from  Station  T  to  Station  U  would  the  signals  afford  it  any 
protection? 

A.  No.  The  position  of  the  semaphores  may  be  seen 
from  the  rear  of  the  signal  but  it  is  the  train  moving  against 
the  current  of  traffic  that  is  holding  them. 

Q.  Before  a  train  holding  authority  to  proceed  on  the 
westward  track  crosses  over  from  westward  to  eastward  track 
at  Crossover  "V"  what  flag  protection  is  necessary? 

A.  A  flagman  should  be  sent  west  to  protect  against  east- 
ward trains  on  eastward  track  and  a  flagman  sent  east  to 
protect  against  westward  trains  on  both  tracks. 

Q.  Why  is  it  necessary  to  protect  against  westward  trains 
on  the  eastward  track  as  well  as  on  the  westward  track? 

A.  Because  the  Dispatcher  may  be  moving  a  train  against 
the  current  of  traffic  on  eastward  track  and  it  is  not  necessary 
to  notify  the  westward  train  before  doing  so. 

Q.  If  an  engine  without  schedule  or  train  order  authority 
desire  to  use  a  crossover,  what  flag  protection  does  it  require? 

A.  A  flagman  both  wasrs  to  flag  trains  on  both  tracks  as 
the  Dispatcher  may  be  moving  trains  against  the  current  of 
traffic  on  either  track. 

Page  174 


QUESTIONS  AND  ANSWERS— INTERLOCKING, 
DOUBLE  TRACK  CROSSING  AND  DRAW- 

BRIDGE— PLATE  15. 

Q.     Where  would   Signal  120  take  you? 

A.    Over  railroad  crossing  and  to  Signal  132. 

Q.  If  Signal  130  indicated  PROCEED  what  position  would 
Signals  129,  114,  111  and  125  indicate? 

A.     Stop. 

Q.  If  Signal  132  indicated  PROCEED  and  Automatic  Sig- 
nal 137  indicated  STOP,  what  position  would  Signal  131 
indicate? 

A.    Caution. 

Q.  If  Automatic  Signal  137  indicated  PROCEED,  and 
Signal  132  also  indicated  PROCEED,  what  position  would  Sig- 
nal 131  indicate? 

A.    Proceed. 

Q.     How  far  would  Signal  135  take  you? 

A.  Against  the  current  of  traffic  over  drawbridge  to 
Signal  127. 

Q.     How  far  would  Signal  127  take  you? 

A.  Against  current  of  traffic  over  crossing  through  inter- 
locking plant. 

Q.     Where  would  Signal  100  take  you? 

A.    Over  drawbridge  to   Signal  105. 

Q.     Where  would  Signal  105  take  you? 

A.    Over  crossing  to  Automatic  Signal  116. 

Q.     Where  would   Signal  118  take  you? 

A.  Against  the  current  of  traffic  on  eastward  track  over 
crossing  to  Signal  104. 

Q.     Where  would  Signal  104  take  you? 

A.  Against  the  current  of  traffic  on  eastward  track  over 
drawbridge  through  interlocking  plant. 

Q.  If  train  or  engine  desires  to  back  up  before  passing 
through  entire  block,  may  it  do  so? 

A.  No.  It  must  proceed  through  the  block  and  obtain  a 
"proceed"  signal  for  back  up  move. 

Q.     May  two  or  more  trains  or  engines  use  a  given  signal? 

A.    No.    A  signal  must  be  given  for  each  movement. 

Q.  Do  interlocking  Home  Signal  indications  supersede  the 
superiority  of  trains  within  the  limits  of  their  control? 

A.  Yes,  but  this  does  not  relieve  trains  from  having  the 
necessary  right  or  schedule  to  move  through  interlocking 
plants  of  a  railroad  crossing  or  drawbridge. 

Q.  Do  interlocking  signals  dispense  with  the  use  or  ob- 
servance of  other  signals  whenever  and  wherever  they  may  be 
required? 

A.     No. 

Q.  May  a  distant  signal  indicate  PROCEED  when  you 
pass  it  and  the  Home  Signal  in  advance  indicate  STOP  after 

13  Page  175 


you  pass  Distant  Signal  and  before  you  reach  the  Home 
Signal? 

A.    Yes. 

Q.  If  the  Distant  Signal  indicates  PROCEED  when  passed, 
would  it  excuse  train  for  passing  the  Home  Signal  in  advance 
in  STOP  position? 

A.     No. 

Q.  Must  enginemen  and  yardmen  be  positive  when  a  hand 
signal  is  given  against  a  fixed  signal  that  the  hand  signal 
is  intended  for  their  train  before  acting  upon  it  and  that 
they  are  protected? 

A.    Yes. 

Q.  If  a  hand  signal  to  proceed  against  a  fixed  signal  at 
stop  is  received  from  signalman,  how  far  does  it  govern? 

A.  Only  to  the  next  home  signal  or  through  the  inter- 
locking plant. 

Q.  What  would  you  do  approaching  a  signal  with  the 
light  out? 

A.  Regard  it  as  the  most  restrictive  indication  that  can 
be  given  by  that  signal  until  position  of  semaphore  can  be 
seen,  then  be  governed  by  its  position  and  report  absence  of 
light  to  proper  official. 

Q.  After  calling  for  a  signal  and  failing  to  receive  it, 
are  you  required  to  look  for  hand  signal  from  signalman  and, 
if  view  of  tower  is  obscured,  send  a  flagman  ahead  to  a  point 
from  which  tower  is  visible? 

A.    Yes. 

DESCRIPTION  INTERLOCKING  PLANT  EASTWARD 
MOVEMENTS— PLATE  16. 

Signal  201  takes  you  over  eastward  main  route  to  Sig- 
nal 226,  and  Signal  226  continues  the  move  through  inter- 
locking limits  to  Automatic  Home  Signal  242.  Distant 
Signal  202  indicates  position  of  Home  Signal  226.  If 
Signal  226  is  at  proceed  Distant  Signal  227  indicates  posi- 
tion of  Automatic  Signal  242.  If  Signal  226  indicates  stop 
Signal  227  indicates  caution  regardless  of  position  of 
Signal  242. 

Signal  265  takes  you  over  diverging  main  route  No.  1 
to  Signal  248,  and  Signal  248  continues  the  move  to  east- 
ward main  route  to  Automatic  Home  Signal  242.  Dis- 
tant Signal  264  indicates  position  of  Home  Signal  248. 

Short  Arm  Signal  263  takes  you  into  Siding  2.  Short 
Arm  Signal  247  takes  you  over  eastward  main  route  and 
through  crossover  of  Switches  232  and  233  to  westward 
main  route. 

Dwarf  Signal  245  takes  you  out  of  Siding  2  to  eastward 
main  route  or  through  crossover  of  Switches  232  and  233 
to  westward  main  route. 

Page  176 


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Dwarf  Signal  224  takes  you  out  of  Siding  1  against 
current  of  traffic  on  westward  main  route  to  Signal  237. 

Dwarf  Signal  237  takes  you  against  current  of  traffic 
on  'westward  main  route  through  interlocking  limits. 

Dwarf  Signal  210  takes  you  from  Spur  3  to  diverging 
main  route  No.  2  to  Signal  259  or  to  eastward  main  route 
to  Signal  226. 

Dwarf  Signal  205  takes  you  through  crossover  switches 
to  diverging  main  route  No.  2  to  Signal  259  or  to  east- 
ward main  route  to  Signal  226  or  against  current  of 
traffic  on  westward  main  route  to  Signal  237  or  into 
Siding  1. 

DESCRIPTION  INTERLOCKING  PLANT  WESTWARD 
MOVEMENTS— PLATE  16. 

Signal  234  takes  you  over  westward  main  route  to 
Signal  218,  and  Signal  218  continues  the  move  and  takes 
you  out  of  interlocking  limits  to  Automatic  Home  Signal 
206.  Distant  Signal  235  indicates  position  of  Signal  218. 
If  Signal  218  is  at  proceed  Distant  Signal  219  indicates 
position  of  Automatic  Home  Signal  206.  If  Signal  218 
indicates  stop,  Signal  219  indicates  caution  regardless  of 
position  of  Signal  206. 

Short  Arm  Signal  236  takes  you  over  Switches  233  and 
232  against  current  of  traffic  on  eastward  main  route 
through  Switch  231  and  over  diverging  main  route  No. 
1  to  Signal  252,  and  Signal  252  continues  the  move  and 
takes  you  out  of  interlocking  limits  to  Automatic  Home 
Signal  267.  If  Signal  252  is  at  proceed  Distant  Signal 
253  indicates  position  of  Automatic  Home  Signal  267.  If 
Signal  252  indicates  stop  Distant  Signal  253  indicates  cau- 
tion regardless  of  position  of  Signal  267. 

Short  Arm  Signal  236  also  takes  you  over  Switches  233, 
232  and  243  to  Siding  2,  or  against  current  of  traffic  on 
eastward  main  route  to  Signal  225  or  to  Siding  1. 

Short  Arm  Signal  263  takes  you  over  diverging  main 
route  No.  2  to  Signal  256,  and  Signal  256  takes  you 
through  crossovers  to  westward  main  route  to  Automatic 
Home  Signal  206. 

Short  Arm  Signal  255  takes  you  to  Spur  3  or  against 
current  of  traffic  on  eastward  main  route  out  through 
interlocking  limits. 

Page  177 


Short  Arm  Signal  203  takes  you  from  eastward  main 
route  over  Switches  211  and  212  and  over  diverging  main 
route  No.  2  to  Signal  259,  and  Signal  259  continues  the 
move  out  of  interlocking  limits  to  Automatic  Home  Sig- 
nal 267. 

Dwarf  Signal  238  takes  you  against  current  of  traffic 
on  eastward  main  route  to  Signal  225  or  on  diverging  main 
route  No.  1  to  Signal  252,  or  to  Siding  2. 

Dwarf  Signal  225  takes  you  against  current  of  traffic 
on  eastward  main  route  through  interlocking  limits,  or  to 
Spur  3,  or  on  eastward  main  route  through  crossover  of 
Switches  209  and  208  to  westward  main  route. 

Dwarf  Signal  217  takes  you  from  Siding  1  to  westward 
main  route. 

Dwarf  Signal  249  takes  you  from  Siding  2  to  Auto- 
matic Signal  267. 

DESCRIPTION  OF  COMPARATIVE  SIGNAL 
INDICATIONS— PLATE  16. 

Semaphores  1,  2,  3,  4,  5,  6  and  7  belong  to  the  absolute 
automatic  block  signal  system  and  Signals  8,  9  and  10  to 
the  permissive  system. 

Positions  shown  in  Figures  1,  2  and  3  are  given  by  one 
semaphore,  and  of  the  upper  quadrant  system.  It  re- 
quires two  semaphores  to  give  the  same  indications  with 
the  lower  quadrant  system  as  shown  by  Figures  4,  5,  6 
and  7  unless  the  lower  quadrant  signal  is  a  three  position 
signal.  Positions  in  Figures  4  and  5  are  made  by  one 
semaphore  and  positions  in  Figures  6  and  7  are  made  by  a 
separate  semaphore.  The  semaphore  shown  in  Figures  6 
and  7  may  be  attached  to  the  same  mast  (under  the  sema- 
phore shown  in  Figures  4  and  5),  or  may  be  placed  on  a 
separate  mast.  Semaphores  6  and  7  work  in  conjunction 
with  Semaphores  4  and  5  except  where  they  are  used  only 
as  a  protection  to  obscure  switches. 

Under  the  upper  quadrant  system  the  semaphores  of 
signals  protecting  switches  indicate  one  of  two  positions, 
either  proceed  with  caution  as  shown  by  No.  3,  or  pro- 
ceed as  shown  by  No.  2.  When  in  caution  position,  it 
indicates  switch  is  set  for  siding  or  diverging  route,  and 
when  in  proceed  position,  it  indicates  switch  is  set  for  main 
track  or  route. 

Page  178 


When  a  permissive  block  signal  indicates  stop,  train 
will  stop  and  if  caution  or  clear  signal  is  not  displayed, 
train  may,  if  it  has  other  authority  under  the  rules,  proceed 
under  control  expecting  to  find  the  block  occupied,  switch 
open,  rail  broken  or  track  otherwise  obstructed. 

With  the  absolute  block  system,  under  the  same  condi- 
tions, train  may  proceed  only  under  flag  protection  or  as 
required  by  rule  governing  the  absolute  block.  (See 
Rule  509),  (old  rule  504). 

The  marker  light  on  the  mast  of  Signal  3  not  only  in- 
dicates the  location  of  the  signal,  but  also  indicates  that  it 
is  an  absolute  block  signal  owing  to  the  light  being  directly 
under  the  signal  light. 

The  marker  on  the  mast  of  Permissive  Signal  10  is  on 
the  opposite  side  of  the  mast  which  places  the  two  lights 
diagonal  to  distinguish  the  permissive  from  the  absolute 
signal 

Disc  switch  indicator  on  double  track,  when  showing  a 
red  disc  indicates  that  the  block  it  governs  is  occupied, 
or  a  switch  open.  When  a  white  disc  is  displayed,  it  indi- 
cates the  block  is  clear.  When  it  governs  a  crossover 
between  main  track  and  siding,  it  shows  the  condition  of 
adjacent  main  track. 

When  the  semaphore  indicator  is  used  the  position  of 
the  small  semaphore  applies  to  condition  of  the  track  the 
same  as  the  disc  of  the  disc  indicator. 

The  three  position  upper  quadrant  train  order  signal 
(Fig.  12)  is  used  both  for  train  orders  and  manual  block 
purposes.  The  caution  position  authorizes  two  or  more 
trains  moving  in  the  same  direction  to  occupy  a  block  at 
the  same  time. 

The  two  position  lower  quadrant  train  order  signal  is 
the  usual  type. 

DISK  TYPE  OF  SIGNALS. 

Home  Signal  15  indicating  STOP  shows  a  red  curtain 
in  the  large  circular  opening  by  day  and  a  red  light  in  the 
small  opening  at  night. 

Home  Signal  16  indicating  PROCEED  shows  a  white 
curtain  in  the  large  circular  opening  by  day  and  a  green 
light  in  the  small  opening  at  night. 

Page  179 


Distant  Signal  17  indicating  CAUTION  shows  green 
curtain  with  a  white  cross  in  the  large  circular  opening  by 
day  and  a  green  light  to  the  left  and  red  light  to  the 
right  in  the  two  small  openings  at  night. 

Distant  Signal  18  indicating  PROCEED  shows  a  white 
curtain  in  the  large  circular  opening  by  day  and  a  green 
light  in  both  of  the  small  openings  at  the  top  at  night. 

QUESTIONS  AND  ANSWERS  ON  INTERLOCKING. 

PLATE   16 
Q.     Where  would  Signal  234  take  you? 

A.    On  westward  main  route  to  Signal  218. 
Q.     Where  would  Signal  236  take  you? 

A.  Through  Crossover  Switches  233  and  232  on  to  east- 
ward main  route  against  current  of  traffic  to  Signal  225,  or 
through  Switch  231  on  to  diverging  main  route  No.  1  to 
Signal  252,  or  through  Switch  243  on  to  Siding  2. 

Q.     Where  would   Signal  238  take  you? 

A.  On  eastward  main  route  against  current  of  traffic  to 
Signal  225,  or  through  Switch  231  on  to  diverging  main  route 
No.  1  to  Signal  252,  or  through  Switch  243  on  to  Siding  2. 

Q.     Where  would   Signal  249  take  you? 

A.  From  Siding  2  on  to  diverging  main  route  No.  1  to 
Automatic  Signal  267. 

Q.     Where  would   Signal  225  take  you? 

A.  On  eastward  main  route  against  current  of  traffic 
through  interlocking  plant,  or  through  Crossover  Switches  209 
and  208  on  to  westward  main  route  to  Automatic  Signal  206,  . 
or  through  Crossover  Switches  223,  222,  212,  211,  209  and  208 
on  to  westward  main  route  to  Automatic  Signal  206,  or  through 
Crossover  Switches  223,  222,  212  on  to  Spur  3,  or  through 
Crossover  Switches  223,  222,  212  and  211  to  eastward  main 
route  against  current  of  traffic  through  interlocking  plant. 

Q.     Where   would    Signal   217   take  you? 

A.  From  Siding  1  on  to  westward  main  route  to  Auto- 
matic Signal  206. 

Q.     Where   would    Signal   218  take  you? 

A.    On  westward  main  route  to  Automatic  Signal  206. 

Q.     Where  would  Signal  256  take  you? 

A.  Through  Crossover  Switches  212,  211,  209  and  208  on 
to  westward  main  route  to  Automatic  Signal  206. 

Q.     Where  would  Signal  255  take  you? 

A.  Through  Crossover  Switches  212  and  211  on  to  east- 
ward main  route  against  current  of  traffic  through  interlock- 
ing plant,  or  on  to  Spur  3. 

Q.     Where   would    Signal   259  take  you? 

A.  From  diverging  main  route  No.  2  on  to  diverging  main 
route  No.  1  to  Automatic  Signal  267. 

Page  180 


Q.     Where  would  Signal  252  take  you? 

A.    On  diverging  main  route  No.  1  to  Automatic  Signal  267. 

Q.     Where  would  Signal  201  take  you? 

A.    On  eastward  main  route  to  Signal  226. 

Q.     Where  would   Signal   203   take  you? 

A.  Through  Crossover  Switches  211  and  212  on  to  diverg- 
ing main  route  No.  2  to  Signal  259,  or  through  Crossover 
Switches  211,  212,  222  and  223  to  Signal  226. 

Q.     Where  would  Signal  205  take  you? 

A.  Through  Crossover  Switches  208  and  209  on  to  east- 
ward main  route  to  Signal  226,  or  through  Crossover  Switches 
208,  209,  211  and  212  on  diverging  main  route  No.  2  to  Signal 
259,  or  on  westward  main  route  against  the  current  of  traffic 
to  Signal  237,  or  through  Switch  214  on  to  Siding  1,  or  through 
Crossover  Switches  208,  209,  211,  212,  222,  and  223  on  to 
eastward  main  route  to  Signal  226. 

Q.     Where  would  Signal  224  take  you? 

A.  From  Siding  1  on  to  westward  main  route  against 
current  of  traffic  to  Signal  237. 

Q.     Where  would  Signal  237  take  you? 

A.  On  westward  main  route  against  the  current  of  traf- 
fic through  the  interlocking  plant. 

Q.     Where  would  Signal  210  take  you? 

A.  From  Spur  3  on  to  diverging  main  route  No.  2  to 
Signal  259  or  through  Crossover  Switches  222  and  223  on  to 
eastward  main  route  to  Signal  226. 

Q.     Where  would  Signal  226  take  you? 

A.    On    eastward   main    route   to   Automatic    Signal   242. 

Q.     Where  would  Signal  228  take  you? 

A.  Through  Crossover  Switches  232  and  233  on  to  west- 
ward main  route  through  interlocking  plant. 

Q.     Where  would  Signal  265  take  you? 

A.    On  diverging  main  route  No.  1  to  Signal  248. 

Q.     Where  would  Signal  263  take  you? 

A.  Through  Switch  262  on  to  diverging  main  route  No.  2 
to  Signal  256,  or  through  Switch  251  on  to  Siding  2. 

Q.     Where  would  Signal  248  take  you? 

A.  From  diverging  main  route  No.  1  on  to  eastward  main 
route  to  Automatic  Signal  242. 

Q.     Where   would    Signal   247   take   you? 

A.  From  diverging  main  route  No.  1  through  Crossover 
Switches  232  and  233  on  to  westward  main  route  through 
interlocking  plant. 

Q.     Where  would   Signal  245  take  you? 

A.  On  to  eastward  main  route  to  Automatic  Signal  242,  or 
through  Crossover  Switches  232  and  233  on  to  westward  main 
route  through  interlocking  plant. 

Page  181 


THE     ABSOLUTE-PERMISSIVE     BLOCK     SYSTEM- 
PLATE  17.Fage  ITS 

The  Absolute-Permissive  Block  System  is  unlike  other 
Systems  in  that  the  stop  control  of  a  signal  extends  to  a 
certain  point  when  the  train  is  running  in  the  direction 
in  which  the  signal  governs  and  to  another  point  when 
that  train  is  running  in  the  opposite  direction,  that  is, 
block  for  opposing  movements  is  from  siding  to  siding,  for 
following  movements  from  signal  to  signal.  There  is 
usually  one  stop  and  one  caution  signal  to  the  rear  of 
every  train.  A  caution  indication  precedes  every  stop 
indication,  except  when  the  main  track  is  fouled  at  a  sta- 
tion or  track  circuit  broken  after  a  train  passes  the  last 
signal  preceding  the  one  governing  the  entrance  to  the 
station. 

Under  other  Systems  in  order  to  get  the  necessary 
protection  between  opposing  trains  the  signals  must  be  so 
placed  that  they  space  trains  moving  in  the  same  direction 
further  apart  than  this  System.  Under  the  protection 
afforded  opposing  trains  by  other  Systems,  if  a  train  over- 
looks another  the  opposing  trains  are  not  stopped  by  block 
signals  until  they  have  reached  a  point  between  stations, 
and  that  necessitates  the  backing  up  of  one  train  perhaps 
several  miles  to  let  the  other  by. 

Under  the  A-P-B  System  opposing  trains  are  held  a 
station  apart  or,  in  other  words,  they  do  not  have  an  op- 
portunity to  meet  between  stations  unless  a  signal  is 
disregarded. 

The  square  end  signals  are  absolute  or  starting  signals 
and  the  pointed  end  signals  are  permissive  signals.  Start- 
ing signals  in  addition  to  being  square  on  the  end  are 
designated  on  some  roads  by  a  stationary  arm  below  the 
active  one  and  on  others  by  a  round  disc  or  marker  light 
six  feet  below  the  semaphore. 

All  signals  between  stations  are  permissive  (or  spacing) 
signals  the  same  as  signals  on  double  track,  and  the  prac- 
tice of  a  train  having  to  proceed  through  blocks  pre- 
ceded by  a  flagman  has  been  almost  eliminated.  If  an 
absolute  or  starting  signal  at  a  station  is  in  stop  position 
the  train  can  immediately  get  into  communication  with 

Page  182 


Dispatcher  and  receive  instructions  if  telephones  are  pro- 
vided at  the  absolute  or  starting  signal. 

When  a  train  is  stopped  by  a  permissive  signal,  if 
caution  or  clear  is  not  displayed,  train  may  proceed  under 
control  expecting  to  find  block  occupied,  a  switch  open, 
track  broken  or  otherwise  obstructed,  provided  such  move 
can  be  made  without  conflicting  with  operating  rules. 

Referring  to  Plate  17,  when  No.  2  passed  Point  T  or 
into  Overlap  at  Station  A,  Signal  A-ll,  (the  absolute  or 
starting  signal)  at  B,  and  also  all  westward  permissive 
signals  between  B  and  A  were  placed  in  stop  position  for 
an  opposing  train,  thus  holding  an  opposing  train  at  B 
instead  of  permitting  two  opposing  trains  to  meet  at  sig- 
nals between  stations. 

In  order  to  avoid  opposing  trains  passing  Signals  A-6 
and  A-ll  at  the  same  moment  an  overlap  is  necessary  at 
stations. 

No.  2  between  Signals  A-6  and  P-8  holds  Signal  A-6 
at  "stop" 'and  Signal  P-4  at  "caution"  behind  it,  permitting 
a  following  train  to  pass  Signal  P-4  and  run  with  caution 
to  and  stop  at  Signal  A-6,  unless  by  that  time  No.  2  has 
passed  Signal  P-8  (or  out  of  overlap  beyond),  placing 
it  at  "stop"  and  changing  Signal  A-6  to  "caution".  No.  2 
also  holds  opposing  Signals  P-7,  P-9  and  A-ll  at  "stop" 
and,  in  addition,  Signal  P-13  and  P-15  at  "caution"  against 
No.  1.  If  the  distance  between  A-ll  and  P-13  is  less  than 
maximum  breaking  distance,  then  Signal  P-15  gives  ample 
protection.  If  No.  2  passes  Signal  P-10  and  stops  at  point 
indicated  by  star,  Signal  P-10  would  indicate  "stop"  and 
Signal  P-8  "caution",  and  Signals  P-9  and  P-7  "pro- 
ceed". Assuming  that  No.  2  should  desire  to  back  up  from 
this  point  to  A  it  will  find  Signals  P-9  and  P-7  in  pro- 
ceed position  permitting  it  to  proceed  westward  if  no 
opposing  eastward  train  has  arrived  at  A.  No.  2  would 
have  Signal  A-ll  at  "stop"  and  P-13  and  P-15  at  "caution". 
After  No.  2  backs  by  Signal  P-9  it  establishes  its  direc- 
tion as  a  westward  train  and  Signals  P-8  and  A-6  would 
indicate  "stop"  and  Signals  P-4  and  P-2  "caution",  pro- 
tecting it  against  opposing  eastward  trains.  No.  2  after 
backing  by  Signal  P-9  has  Signals  P-9  at  "stop"  and  A-ll 
at  "caution",  protecting  No.  2  to  rear  while  backing  up 
and  permitting  Signals  P-13  and  P-15  to  go  to  "proceed". 

Page  183 


After  No.  2  stops  at  point  indicated  by  star  and  desires 
to  back  up  and  Signal  P-9  indicates  ''stop",  it  should  stop 
and  proceed  following  a  flagman  as  the  stop  indication  of 
Signal  P-9  may  mean  an  opposing  train  has  passed  Signal 
A-6  in  proceed  position  before  No.  2  started  backward. 
If  this  is  not  done  No.  2  would  be  proceeding  under  caution 
from  Signal  P-9  and  the  opposing  eastward  train  pro- 
ceeding at  speed  against  it  if  between  Signals  A-6  and 
P-8.  Otherwise  the  opposing  trains  would  meet  under  cau- 
tion signals.  If  train  opposing  No.  2  while  No.  2  is  back- 
ing up,  had  not  reached  Signal  P-8  at  the  time  No.  2 
backs  by  Signal  P-9  at  caution  they  could  meet  between 
Signals  P-7  and  A-6,  one  moving  at  caution  and  the  other 
at  speed. 

No.  3  after  meeting  No.  4  at  D  has  switch  open  ready 
to  head  out  thus  placing  all  opposing  eastward  signals 
between  C  and  D  in  stop  position  and  Signal  P-18  at 
"caution".  The  same  condition  could  exist  by  a  defective 
track  circuit.  Were  it  not  for  the  position  of  No.  1, 
Signal  P-16  would  also  indicate  "caution". 

Point  R  at  Station  E  is  where  an  opposing  train  (No. 
5)  would  cause  all  opposing  (eastward)  signals  between 
D  and  E  to  indicate  "stop",  holding  opposing  train  (No. 
4)  at  D. 

On  arrival  of  an  eastward  (superior  direction)  train  at 
Point  S  at  Station  D  all  opposing  signals  between  E  and 
D  indicate  "stop",  holding  opposing  trains  a  station  apart. 

If  No.  5  at  Station  E  occupies  main  track  west  of 
Point  R  to  meet  No.  4  before  No.  4  passes  Signal  A-28  at 
east  switch  at  D,  No.  5  must  push  the  button  at  E  to 
release  Signals  A-28  and  P-30  and  to  place  P-32  at  "cau- 
tion", as  shown,  to  permit  No.  4  to  proceed  from  D  to  E 
without  being  preceded  by  a  flagman. 

If  No.  5  remained  east  of  overlap  at  Point  R  the  use 
of  the  push  button  would  not  be  necessary. 

It  is  claimed  that  overlaps  at  stations  are  not  absolutely 
necessary  under  the  A-P-B  System.  If  not  installed  the 
use  of  the  push  button  is  not  required.  If  such  overlaps 
were  not  used  No.  5  at  E  could  occupy  the  main  track 
between  switches  at  E  and  only  hold  Signal  P-32  at  "cau- 
tion" and  P-34  at  "stop"  against  No.  4.  Where  there  are 

Page  184 


no  station  overlaps  there  is  a  possibility  of  No.  5  over- 
looking its  meet  at  E  and  passing  Signal  A-33  at  the  exact 
moment  No.  4  passes  Signal  A-28,  leaving  the  opposing 
trains  protected  only  by  Signals  P-30  and  P-31  which  per- 
mit the  trains  to  meet  under  caution  indication  only. 
"No.  4  take  siding  meet  No.  5  at  E". 

No.  5  arriving  at  E  and  passing  Overlap  Point  R  before 
No.  4  passes  Signal  A-28  at  D  placed  all  eastward  sig- 
nals between  D  and  E  against  No.  4  as  shown  by  dotted 
outline  positions  of  Signals  A-28,  P-30  and  P-32.  No.  4 
placed  all  westward  signals  between  E  and  D  against  No.  5 
when  it  reached  its  present  position  at  Station  D.  In 
order  not  to  cause  No.  4  to  follow  a  flagman  from  D  it 
was  necessary  for  No.  5  to  push  the  button  at  west  end  of 
Station  E  to  release  eastward  Signals  A-28,  P-30  and  P-32 
as  shown,  or  place  them  in  same  position  as  they  would 
be  if  an  eastward  train  was  running  ahead  of  No.  4  and 
was  in  same  position  No.  5  now  occupies,  thus  permitting 
No.  4  to  proceed  from  D  to  E  in  the  usual  manner.  If 
a  westward  train  was  in  the  position  as  shown  by  dotted 
outline  at  Point  U,  No.  5  at  E  could  not  release  Signals 
A-28  and  P-30  from  "stop"  to  their  present  position  until 
this  train  passed  Signal  A-28. 

When  NQ,  6  opens  east  switch  at  F  to  head  out  it  has 
Signal  P-424o  west  end  of  F  at  "stop"  and  Signal  P-40 
at  "caution"  to  protect  it  against  following  trains  while 
heading  out,  also  all  westward  signals  between  G  and  F 
are  placed  in  "stop"  position  if  station  overlaps  are  pro- 
vided at  F  and  G.  If  owing  to  an  oversight  on  part  of 
No.  7  it  should  'open  west  switch  at  G  to  head  out  at  the 
same  time  No.  6  opened  switch  at  F  (as  shown)  it  would 
place  all  eastward  signals  between  F  and  G  at  "stop" 
against  No.  6  and  neither  No.  6  nor  No.  7  could  leave 
their  respective  stations.  By  restoring  either  switch  to  its 
normal  position  it  would  cause  signals  in  one  direction  to 
indicate  "proceed",  permitting  one  of  the  trains  to  move. 
If  there  is  an  overlap  at  G,  but  none  at  F,  then  if  Nos.  6 
and  7  opened  the  switches  at  the  same  moment  No.  7 
would  cause  all  opposing  signals  F  to  G  to  indicate  "stop" 
against  No.  6,  but  when  No.  6  opened  switch  at  F  it 

Page  185 


only  affected  Signals  P-43  and  P-45,  leaving  Signals  P-47 
and  A-49  in  their  normal  position  (proceed)  permitting 
No.  7  to  move  G  to  F,  in  which  case  Signal  A-44  in  stop 
position  would  prevent  No.  6  from  leaving  F. 

There  is  an  ascending  grade  westward  commencing  at 
a  point  near  Signal  P-53  and  extending  to  Signal  P-51  at 
east  switch  at  G  as  indicated  by  the  arrow.  In  order  to 
permit  trains  to  run  closer  together  on  the  grade,  a  grade 
(or  tonnage)  semaphore  is  placed  below  Signal  P-53  (some 
Railroads  denote  grade  signal  by  placing  a  "G"  upon  a 
disc  attached  to  a  semaphore  blade)  and  only  trains  of  a 
certain  tonnage  are  permitted  to  accept  it. 

After  a  westward  train  passes  Signal  P-53  the  grade 
signal  underneath  indicates  "caution"  permitting  a  follow- 
ing train  to  enter  block  between  Signals  P-53  and  P-51  be- 
hind No.  9  (as  shown  by  dotted  outline)  without  stopping 
heavy  tonnage  trains  ascending  grades.  The  normal  posi- 
tion of  grade  signal  is  horizontal. 

A  study  of  No.  8  and  No.  11  approaching  meeting  point 
at  Station  I  shows  the  opposing  and  rear  protection. 

Assuming  Nos.  11  and  13  are  not  in  their  present  posi- 
tion, after  Extra  is  clear  at  Spur  I,  all  signals,  between 
Stations  I  and  J  assume  their  normal  positions.  Before 
again  occupying  main  track  Extra  must  note  position  of 
Signals  P-73  and  P-74,  if  in  view.  If  Signal  P-73  indi- 
cates "stop",  there  is  a  train  between  I  and  Spur  1.  If 
Signal  P-74  is  at  "stop",  there  is  a  train  between  J  and 
Spur  1.  The  extra  must  not  leave  Spur  1  unless  both 
Signals  P-73  and  P-74  (if  they  can  be  seen)  indicate 
"proceed",  or  the  switch  indicator  indicates  that  the  block 
is  clear  in  case  signals  can  not  be  seen.  After  the  Extra 
enters  main  track  all  signals  between  I  and  J,  both  ways, 
will  indicate  "stop"  until  the  Extra's  direction  is  estab- 
lished. If  Extra  moves  westward  toward  I,  after  it  has 
passed  Signal  P-71,  Signal  P-71  will  go  to  "stop"  and 
P-73  to  "caution".  After  the  Extra  passes  P-71  it  estab- 
lishes its  direction  as  a  westward  train  and  also  releases 
Signals  P-72  and  P-74,  Signals  A-66,  P-68  and  P-70  re- 
maining at  "stop"  to  protect  it  against  opposing  eastward 
trains.  If  the  Extra  moves  eastward  toward  J  after  it 
passes  Signal  P-74  causing  same  to  indicate  "stop",  it 

Page  186 


establishes  its  direction  as  an  eastward  train  and  after 
it  passes  Signal  P-74,  Signal  P-72  will  indicate  "caution" 
and  Signals  P-70,  P-68  and  A-66  will  go  to  "proceed",  thus 
permitting  an  eastward  train  to  follow. 

Train  order  signals  where  normal  position  is  proceed 
are  some  times  connected  with  the  entering  signal  at  sta- 
tions. When  such  is  the  case  if  the  eastward  train  order 
signal  is  at  "stop"  as  shown  at  J,  the  entering  Signal  P-76 
indicates  "caution". 

When  a  train  is  stopped  by  an  absolute  or  starting  sig- 
nal and  a  clear  or  caution  signal  is  not  immediately  dis- 
played, conductor  (  or  engineman,  if  no  conductor)  should 
confer  with  the  Dispatcher.  If  unable  to  communicate 
with  the  Dispatcher,  it  may  proceed  when  preceded  by  a 
flagman  to  the  next  signal  displaying  a  proceed  indication. 
See  Rule  509  of  1915  Revision  of  the  Standard  Rules 
(Old  Rule  504). 

Note:  Some  roads  require  the  train  to  flag  to  the  first 
proceed  or  caution  signal  only. 

QUESTIONS  AND  ANSWERS— ABSOLUTE- 
PERMISSIVE  BLOCK  SYSTEM. 

Q.     What  is  an  absolute  block  signal? 

A.  A  signal  that  requires  a  train  to  stop  and  stay  when 
it  is  in  stop  position,  unless  it  is  proceeded  by  a  flagman  to 
the  next  clear  signal.  It  must  be  considered  as  indicating 
an  opposing  movement,  although  it  may  be  held  at  "stop"  by 
a  preceding  train,  broken  rail  or  other  condition  interfering 
with  the  track  circuit. 

Q.     What  is  a  permissive  block  signal? 

A.  A  signal  that  requires  a  train  to  stop  when  it  is  in 
stop  position,  and  may  then  proceed  under  control  to  the 
next  signal,  assuming  there  is  a  train  in  the  same  block 
moving  in  the  same  direction,  or  track  obstructed. 

Q.  What  is  the  difference  in  the  shape  of  the  semaphores 
of  the  absolute  and  the  permissive  signals? 

A.  The  absolute  block  signal  semaphore  blade  is  square 
on  the  end  and  the  permissive  pointed. 

Q.  At  night  what  distinguishing  feature  between  the  abso- 
lute and  permissive  signals? 

A.  On  the  absolute  signal  the  light  in  the  signal  and  the 
marker  light  on  the  mast  are  in  a  vertical  line.  On  the  per- 
missive signal  the  light  in  the  signal  and  the  marker  light 
on  the  mast  are  in  a  line  diagonally  downward  to  the  left. 

Q.  If  marker  light  is  not  burning  how  should  train  be 
governed? 

A.  Relight  it  if  practicable  and  notify  Signal  Maintainer 
and  Superintendent. 

Page  187 


Q.  If  signal  light  is  not  burning,  how  should  train  be 
governed? 

A.  Stop  if  necessary  to  ascertain  its  position  and  whether 
it  is  an  absolute  or  permissive  signal,  be  governed  by  its 
indication  and  report  it,  giving  signal  number  to  Signal 
Maintainer  and  Superintendent. 

Q.     What  is  a  station  overlap? 

A.  A  section  of  track  at  a  station  within  which  a  train 
will  cause  all  signals  protecting  an  opposing  movement  be- 
tween that  station  and  the  next  to  indicate  "stop". 

Q.  What  effect  would  this  have  if  a  train  is  to  meet  an- 
other and  passes  into  the  station  overlap  at  the  meeting  point 
before  opposing  train  leaves  the  next  station? 

A.  It  would  cause  opposing  train  to  flag  to  the  meeting 
point  unless  otherwise  directed,  or  signals  released  by  use  of 
push  button  as  shown  at  Station  E. 

Q.     How  may  this  be  overcome? 

A.  By  pushing  the  push  button  provided  for  that  purpose 
at  the  meeting  point  (see  Station  E)  or  remaining  back  of 
the  overlap. 

Q.  Should  there  be  a  train  between  the  meeting  point  and 
the  next  station  in  advance  moving  in  same  direction  as  the 
train  that  has  passed  into  the  overlap  (see  No.  5  at  E)  would 
the  push  button  release  the  necessary  signals  to  allow  op- 
posing train  (No.  4)  to  proceed? 

A.  No,  the  train  moving  ahead  of  No.  5,  as  shown  by 
dotted  outline  would  hold  opposing  signals  at  "stop"  for  its 
own  protection. 

Q.  Is  there  always  a  caution  indication  preceding  a  stop 
signal? 

A.  Yes,  usually,  if  train  has  not  passed  signal  preceding 
the  signal  that  indicates  stop  before  it  assumed  that  position. 

Q.  What  effect  would  the  opening  of  a  switch  to  head  out 
have  on  signals  governing  an  opposing  train,  if  there  is  a 
station  overlap? 

A.  It  would  place  all  signals  between  stations  at  stop 
against  opposing  train. 

Q.  If  there  is  no  station  overlap,  what  opposing  signals 
would  the  opening  of  a  switch  effect? 

A.  It  would  place  the  first  opposing  signal  beyond  the 
switch  at  "stop"  and  the  signal  in  advance  of  it  at  "caution". 

Q.  If  no  station  overlap,  when  does  a  train  cause  all  op- 
posing signals  to  indicate  "stop"  to  next  station  in  advance? 

A.  When  train  passes  the  absolute  (starting)  signal  at 
the  station. 

Q.     How  close  may  trains  moving  in  the  same  direction  run? 

A.  If  signal  indicates  caution  trains  may  run  one  block 
apart.  If  permissive  signal  indicates  stop,  after  stopping  it 
may  proceed  under  control  into  the  same  block  following  pre- 
ceding train. 

Page  188 


Q.  What  i»  a,  grade  signal  and  how  should  trains  be 
governed? 

A.  A  signal  placed  on  a  mast  below  automatic  signal  at 
the  foot  of  a  grade  (normal  position  horizontal)  to  permit 
a  following  train  to  enter  the  block  without  stopping  when 
such  signal  indicates  caution  and  signal  above  stop  when 
grade  signal  is  horizontal  and  signal  above  indicates  proceed 
the  block  ahead  is  clear. 

Q.  If  a  train  ahead,  what  indication  would  these  signals 
give? 

A.  The  automatic  signal  would  indicate  stop  and  the 
grade  signal  proceed  with  caution,  thus  permitting  a  following 
train  with  not  less  than  the  specified  tonnage  to  pass  into 
the  block  without  stopping  on  the  grade,  but  with  the  under- 
standing there  is  another  train  ahead  in  same  block. 

Q.  Is  it  possible  for  trains  approaching  a  station  to  re- 
ceive a  clear  signal  and  then  find  the  next  signal  (entering 
station)  at  stop? 

A.  Yes,  it  is  possible,  the  main  track  may  be  fouled  after 
train  passes  the  clear  signal. 

Q.  Where  switch  indicators  are  installed  must  they  be 
consulted  before  opening  a  switch? 

A.    Yes. 

Q.     If  switch  indicator  indicates  stop,  what  does  it  mean? 

A.  There  is  a  train  in  the  territory  governed  by  that 
indicator,  or  a  switch  is  open. 

Q.  Do  the  indications  displayed  by  a  switch  indicator 
relieve  enginemen  and  trainmen  from  protecting  their  trains 
as  required  by  the  rules? 

A.     No. 

Q.  When  has  a  train  in  this  case  established  its  direction 
placing  the  signals  for  rear  protection  in  their  proper  position 
permitting  a  following  movement  in  the  usual  manner? 

A.  After  passing  the  first  signal  in  direction  train  is 
moving. 

Q.  What  position  are  all  signals  in  before  passing  the 
first  signal  in  this  case? 

A.  All  signals  in  both  directions  are  in  stop  position  to 
the  next  station. 

Q.  If  train  should  use  a  spur  in  clearing  main  track  and 
switch  indicator  indicates  clear,  may  train  again  enter  main 
track? 

A.    Yes. 

Q.  When  a  train  order  signal  (normal  position  proceed) 
is  connected  with  absolute-permissive  block  system  and  indi- 
cates stop,  what  position  is  indicated  by  the  signal  entering 
station  from  direction  to  which  train  order  signal  applies? 

A.    Caution. 

Q.  When  a  train  (No.  2)  causes  opposing  signals  to  in- 
dicate stop  to  the  next  station  (B),  Plate  17,  what  is  the  posi- 
tion of  signals  (P-13  and  P-15)  beyond  Station  B  to  which 
opposing  train  is  moving? 

A.    Caution. 

Page  189 


Q.  In  the  A-P-B  System  at  what  points  are  absolute  and 
permissive  signals  located? 

A.  Absolute  signals  at  both  ends  of  siding  on  the  leaving 
side  only,  permissive  signals  at  all  other  locations. 

STANDARD  (1915  REVISION)  BLOCK  SIGNAL  RULES 
FOR  TRAINMEN  AND  ENGINEMEN. 

Block  Signals  for  a  track  apply  only  to  trains  moving 
with  the  current  of  traffic  on  that  track. 

When  a  train  is  stopped  by  a  Stop-signal  it  must  stay 
until  authorized  to  proceed,  or  in  case  of  failure  of  means 
of  communication  it  may  proceed  when  preceded  by  a 
flagman  to  the  next  signal  displaying  a  proceed  indication. 

When  a  train  is  stopped  by  a  Stop  and  Proceed-signal 
it  may  proceed — 

(A)  On  single  track  — .     (Under  conditions 

as  may  be  required  by  local  rules). 

(B)  On  two  or  more  tracks,  at  once  at  slow  speed,  ex- 
pecting to  find  a  train  in  the  block,  broken  rail,  obstruc- 
tion or  switch  not  properly  set. 

When  a  train  is  stopped  by  a  block  signal  which  is 
evidently  out  of  order,  and  not  so  indicated,  the  fact  must 
be  reported  to . 

Both  switches  of  a  crossover  must  be  open  before  a 
train  starts  to  make  a  crossover  movement,  and  the  move- 
ment must  be  completed  before  either  switch  is  restored 
to  normal  position. 

Where  switch  indicators  are  used,  the  indications  dis- 
played do  not  relieve  enginemen  and  trainmen  from  pro- 
tecting their  train  as  required  by  the  rules. 

Block  signals  govern  the  use  of  the  blocks,  but,  unless 
otherwise  provided,  do  not  supersede  the  superiority  of 
trains;  nor  dispense  with  the  use  or  the  observance  of 
other  signals  whenever  and  wherever  they  may  be  required. 

STANDARD   (1915  REVISION)  INTERLOCKING 
RULES  FOR  TRAINMEN  AND  ENGINEMEN. 

If  a  signal,  permitting  a  train  to  proceed,  after  being 
accepted,  is  changed  to  a  Stop  signal  before  it  is  reached, 
the  stop  must  be  made  at  once.  Such  occurrence  must  be 
reported  to . 

Train  or  engines  must  not  pass  a  signal  indicating 
Stop,  except  as  provided  in  the  next  paragraph. 

Page  190 


Trains  or  engines  must  not  proceed  on  hand  signals 
as  against  interlocking  signals  until  enginemen  and  train- 
men are  fully  informed  of  the  situation  and  —  — . 
{Other  conditions  that  may  be  required). 

The  engineman  of  a  train  which  has  parted  must  sound 
the  whistle  signal  for  Train-parted  on  approaching  an  in- 
terlocking plant. 

An  engineman  receiving  a  Train-parted  signal  from  a 
signalman  must  answer  by  the  whistle  signal  for  Train- 
parted. 

When  a  parted  train  has  been  re-coupled  the  signalman 
must  be  notified. 

Sand  must  not  be  used  over  movable  parts  of  an  inter- 
locking plant. 

Conductors  must  report  to  —  -  any  unusual  de- 

tention at  interlocking  plants. 

Trains  or  engines  stopped  by  the  signalman  in  making 
a  movement  through  an  interlocking  plant,  must  not  move 
in  either  direction  until  they  have  received  the  proper 
signal  from  him. 

A  reverse  movement  within  the  limits  of  an  interlock- 
ing plant,  or  a  forward  movement  after  making  a  reverse 
movement,  must  not  be  made  without  the  proper  inter- 
locking signal  or  permission  from  the  signalman. 


14  Page  191 


PLfiTE  /8 

301,401  STANDARD  BLOCK  SIGNAL   RULES. 

MANUAL    BLOCK    SYSTEM  -    CONTROLLED  MANUAL    SLOCK   SYSTEM 

THREE-POSITIOH   BLOCK   SIGNALS. 

Th«  asp«ct$  shown  ar«  typical  and  »»v  b*  fivcn  in 
any  one  of  tH«  other-  quadrants.  Each  road  should 
Show  th«  aspects  anJ  colors  of  Hghtc  it  uses. 

THEFOLLOWINC  SIGNALS  WILL    APPEAR  WHERE  CONDITIONS  REQO  I  RE  TMOK  USE:. 


30IA.40IA. 

BLOCK  IS 
HOT  CLEAR 


INDICATION-STOP. 

NAME-STOP-SIGBAL. 


30IC,401C. 
BLOCK 
IS  CLEAR 


INDICAT ION-PROCEED 
NAME- CLEAR - S IGN  AL . 


30lG,40»G. 

BLOCK 

IS  OCCUPIED. 
_M CATION- 
PROCEED  WITH  CAUTION 
PREPARED  TO  STOP  SHORT 
OF  TRAIN  OR  OBSTRUCTIGB, 
H AME-P ERMIS S IVS-S IGHAL . 


302,^02.        TWO-POSITION  HOME  BLOCK  SIGNALS. 

The  aspects  shown  are  typical.  Bach  road  should 
show  the  aepeots  and  colors  of  the  lights  it  uses. 


I— m  302A.402A. 


INDICATION-STOP. 

1  NAME-STOP-SIGNAL. 


BLOCK  IS 
507  CLEAR. 


BLOCK  IS 

CLEAR. 
INDICATION-PROCEED. 

NAME-CLEAR-SIGNAL. 


303.  403. 


TWO-POSITION  DISTANT  BLOCK  SIGNALS. 


.X&  HOME  SIGNAL 
K   IS  NOT  CLEAR. 


M 

I  ^   ]   INDICATION- 

I   APPROACH  HOME 
SIGNAL  WITH  CAUTION. 
NAME-CAUTION-SIGNAL. 


INDICATION-PROCEED. 
NAME-CLEAR-SIGNAL. 


501 


-  AUTOMATIC  BLOCK  SYSTEM. - 
THREE  POSITION  BLOCK  SIGNALS. 

The  aspects  shown  are  typical  and  may  be  given  in 
any  one  of  the  other  quadrants.  Each  road  should 
show  the  aspects  and  colors  of  lights  used. 


9 


~m 


=ID 


BLOCK 
IS  HOT 

CLEAR. 


HD 


INDICATION-STOP. 

NAME-STOP-SIGNAL. 


o'o  o  o 
I 

>o|< 


00 


BLOCK  IS   NOT   CLEAR. 
INDICATION-STOP: THEN  PROCEED 
NAME-STOP   AND  PROCEED-SIGNAL 


rn  oo  oo 


9  0 


HD 

0 


.1'" 

00,00 


999 


CLEAR; 
SECOND 
BLOCK  IN 
ADVANCE 
IS>IS  NOT 
CLEAR. 


INDICATION- APPROACH  NEXT  SIGNAL  PREPARED  TO  STOP. 
NAME- APPROACH  SIGNAL. 


NOTE  TO  RULES  303,403,503  and  603-Where  Distant  Block  Signals 
are  not  used  Rules  303,403,503  and  603  will  be  omitted. 


PL  are 


O  0|0  O 

I 


yss® 


TWO  OR  MORE 
BLOCKS  ARE 
CLEAR. 


INDI CAT ION-PROCEED . 


NAME- CLEAR  SIGHAL. 


HB 
0"tf 


0     TWO 
BLOCKS 

ARE 
CLEAR 


INDICATION-APPROACH  NEXT 
SIGNAL  AT  RESTRICTED  SPEED. 
NAME-APPROACH-RBSTRICTING- 
3IQNAL.     


SOI  F 

mi 


a 


do  o 

I 


TWO  OR  MORE 

BLOCKS 
ARE  CLEAR. 


INDICATION-PROCEED  AT 
RESTRICTED  SPEED. 

NAME- CLEAR-RES TR ICT ING-S IG5AL 


<&  t 


BLOCK  IS  OCCUPIED  OR 
SWITCH  IS  SET  TO  DIVERGE. 


INDICATION-PROCEED  AT  SLOW  SPEED  PREPARED  TO  STOP  SHORT  OF 

TRAIN  OR  OBSTRUCTION. 
NAME-PERMISSIVE-S IGNAL . 


TWO-POSITION  HOME  BLOCK  SIGNALS. 
The  aspects  shown  are  typical.  Eaoh  road  should 
show  the  aspects  and  colors  of  lights  it  uses. 


BLOCK  IS 
NOT  CLEAR. 


INDICATION-STOP; THEN  PROCEED. 
NAME-STOP  AND  PROCEED-SIGNAL. 


BLOCK 

IS  CLEAR. 


INDICATION-PROCEED. 
NAME-CLEAR-SIGNAL. 


TWOr-POSITION  DISTANT  BLOCK  SIGNALS. 


BLOCK  IS  NOT 
CLEAR  OR  TRACK 
IS  OBSTRUCTED 
BETWEEN 
DISTANT  AND 
HOME  SIGNAL. 


INDICATION-APPROACH  HOME  SIGNAL 

WITH  CAUTION. 
NAME-CAUTION-SIGNAL. 


INDICATION-PROCEED. 

SAME- CLEAR -SIGNAL. 


20 


£04 

TWO-POSITION 

HOME  AND  DISTANT  BLOCK  SIGNALS. 

5 

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504    B. 

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TWO 

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CLEAR. 

[ 

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INDICATION-STOP; 

I1TDI  CATI  ON-  APPROACH 

IHDICATION-  PROCEED. 

THEN 

PROCEED. 

inSXT  SIOHAl  PREPARED 

NAME-  CLEAR-SIGNAL. 

NAME 

-STOI 

-THJ 

1- 

m 

0 

ST 

DP. 

PROCEED-SIGNAL. 

NAME-  APPROACH-  S  IGNAL 

Cot 

_ 

INTERLOCKING  - 

THREE-POSITION  SIGNALS. 

The  aspects  shown  are 

typical  and  may  be 

f 

Oft    S 

-MI- 

FOR    NON  - 

S'ven  in  any  of  the  other 
oh  road  should  show  the 

quadrants. 

aspects  and 

SIGNAL 

C  iKHIU 
WILL 

SIGNHL  WILL 

colors  of  lights  it  uses. 

af 

'ffAfl 

WHEN 

APPEAR  WU£M 

601  A 

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ZCD 

BLOCK 

ROUTE 

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IS  NOT 

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CLEAR. 

SET. 

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a    p  ;- 

INDIOATBS-STOP.        NAME-STOP-SIGNAL, 

# 

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f 

BLOCK  IS 
CLEAR 

ROUTE  IS 
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SECOND 

HEXT 

~m  o.ooo 

HD 

BLOCK  IN 

ADVANCE 

SIGNAL   IS 
NOT  CLEAR 

1 

NOT 

I 

ZtD 

zm 

CLEAR. 

INDICATES-  APPROACH  NEXT 

SIGNAL 

PREPARED 

TO  STOP. 

•HAME-APPROACH-S  IGNAL  . 

601  C 

J 

J 

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TWO 

JU 

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3R  MORE 

ROUTE 

BLOC 

KS 

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ARE  CLEAR 

SET. 

1 

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1 

IHDI  CAT  ION-PROCEED. 

NAME-CLEAR-SIGNAL. 

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601   D. 

BLOCK 

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,* 

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ED  SPEED 

0° 

A 

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NAME-RESTRICTING  SIGNAL. 

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PL  Are  21 

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B  INDICATES-APPROACH  NEXT 
J  SIGNAL  AT  RESTRICTED 

SPEED. 

NAME-APPROACH- 
HD  RESTRICT ING -SIGNAL. 


TWO 

BLOCKS 

ARE 

CLEAR. 


RESTRICTED 

SPEED 
ROUTE   IS 
SET    AT 
NEXT  SIGNAL 


ZCD 


3D 


INDICATION-PROCEED  AT 
RESTRICTED.  SPEED. 
NAME-CLEAR-RBSTRICTING 
SIGNAL. 


TWO 
OR  MORE 

BLOCKS 
ARE  CLEAR 


RESTRICTED 

SPEED 

ROUTE 

IS     SET 


)lo  oo 
I 
>'o  o  o 

;°° 


ZED 


ZED 


601  G 

ZED  INDICATION-PROCEED 
AT  SLOW  SPEED 
PREPARED  TO  STOP. 
NAME-SLOW-SPEED- 
^       o          SIGNAL. 


ROUTE   IS 
SET, TRACK 
MAY  OR 
MAY  NOT  BE 
OCCUPIED. 


SLOW  SPEED 
ROUTE  IS 
SET;   TRACK 
MAY  OR 
MAY  NOT  BE 
OCCUPIED. 


o|o  o  o 

oloo 
I 

'o 

1° 


zm 

ZID 

J 


n 


<•  Ol  H 

INDICATION-PROCEED 
AT  SLOW  SPEED. 
NAME-CLEAR-SLOW-SPEED- 
n    °  SIGNAL. 


BLOCK 
IS 

CLEAR. 


SLOW 
SPEED 
ROUTE 
IS  SET. 


TWO-POSITION  HOME  SIGNAL. 
The  upper  quadrant  aspects  shown  in  Rules  602  0,602  F  and 

608  0  may  oe  given  in  any  one  of  the  other  quadrants. 


° 


zm 


zm 


zm 

INDICATION- 
STOP. 
NAME- 

Zm  H   STOP- 
SIGNAL. 


zm 


no 


rm 


ZO) 


ROUTE 

IS  NOT 

SET. 


601C 


INDICATIOH- 
^ PROCEED. 
^NAME- 

CLEAR - 
ZHI  SIGNAL. 

za   HD 


J 


no 


in:    3D 


J 


BLOCK 

IS 
CLEAR. 


ROUTE 
IS   SET. 


INDICATION -PROCEED  AT 
RESTRICTED  SPEED. 
NAME-CLEAR-RES TRICTING- 
SIGNAL. 


BLOCK 
IS 

CLEAR. 


RESTRICTED 
SPEED 
EOUTE 
IS  SET. 


zm 


zm 


I 


INDICATION- 
PROCEED  AT 
SLOW  SPEED 
'     PREPARED 
>    K>   TO  STOP. 

I     NAME- 
SLOW-SPEED-SIGNAL. 


ZED 


ZED 


HE 


ROUTS  IS 
SET;  TRACK 
MAY  OR 
MAY  NOT 

BE 
OCCUPIED. 


SLOW  SPEED 
ROUTE  IS 
SET  ".TRACK 
MAY  OR 
MAY  NOT  BE 
OCCUPIED. 


A7  T£ 


TWO  POSITION  DISTANT  SIGNALS 

The  aspects  shown  are  typical.  Each  road  should 
ehow  the  aspects  and  colors  of  lights  it  uses. 


I3S 


HOME  SIGNAL   IS 
NOT  CLEAR. 


INDICATION- APPROACH  HOME  SIGNAL  WITH  CAUTION. 
NAME-CAUTION-SIGNAL. 


J 


HOME 
SIGNAL 

IS 
CLEAR. 


IHDICATION-PROCEED. 

NAME-CLEAR-SIGNAL. 


22 


&  HOME  SIGNAL 
INDICATES 
PROCEED  AT 
RESTRICTED 
SPEED. 


INDICATION-  APPROACH  NEXT 
SIGNAL  AT  RESTRICTED  SPEED. 
NAME-  APPROACH-RESTR  ICT  ING- 
SIGNAL. 


QUESTIONS  AND  ANSWERS— TBAIN  RULES. 
1  to  16  Inclusive. 

Note:     Examine  on  special  rules  of 
time-table       and       bulletins. 

Q.  Do  special  Rules,  General  Orders  or  Bulletins  super- 
sede the  Book  of  Rules  wherever  they  conflict? 

A.     Yes. 

"Define  Everything  Under  Head  of  Definitions". 

Q.     Have  you  a  standard  watch? 

A.    Yes. 

Q.     Within    what    variation    of   time    should    watch    run? 

A.    Within  a  variation  of  thirty  seconds. 

Q.  How  often  should  watch  be  examined  and  certificate 
sent  to  designated  Official? 

A.     (Consult  your  rules). 

Q.  How  frequently  should  watch  be  compared  with  Stand- 
ard Clock? 

A.    Daily,  before  commencing  work. 

Q.  Must  the  time  watch  is  compared  be  registered  on 
prescribed  form? 

A.    Yes. 

Q.  If  held  over  night  at  station  not  equipped  with  a  stand- 
ard clock,  how  should  conductor  and  engineman  be  governed? 

A.  Compare  with  a  conductor  or  engineman  who  has  com- 
pared that  day  with  a  standard  clock.  If  impossible,  obtain 
correct  time  from  Dispatcher. 


Page  196 


QUESTIONS  AND  ANSWERS— RULE  4. 

Q.     What  is  a  schedule? 

A.  That  part  of  a  time-table  which  prescribes  class,  di- 
rection, number  and  movement  for  a  regular  train. 

Q.     What  is  the  date  of  regular  train? 

A.    The  date  of  its  schedule  at  initial  station. 

Q.  If  No.  2  due  to  leave  A  at  11:30  P.  31.  Jan.  1st,  does 
not  leave  until  1:00  A.  31.,  Jan.  2nd,  what  is  its  date? 

A.    Jan.  1st. 

Q.     What  is  a  Division? 

A.  That  portion  of  a  Railroad  assigned  to  the  supervision 
of  a  -  -  (Generally  the  Superintendent). 

Q.     What   is   a   Subdivision? 

A.    A  portion   of  a  Division,   designated  by  time-table. 

Q.  If  there  are  no  Subdivisions  designated,  what  is  the 
unit  of  railroad? 

A.    Division. 

Q.  If  there  are  Subdivisions  designated  by  the  time-table, 
what  is  the  unit  of  railroad? 

A.    A  Subdivision. 

Q.  If  12  hours  has  elapsed  after  the  latest  time  printed 
in  a  schedule  of  the  New,  could  such  schedule  of  that  date 
have  any  existence  after  New  takes  effect? 

A.     No. 

Q.  What  is  the  difference  between  a  time-table  schedule 
and  a  train  that  runs  under  its  authority? 

A.  A  time-table  schedule  is  time  existence  given  a  num- 
ber to  designate  it  from  other  schedules,  and  authorizes  a 
train  movement.  Its  existence  ceases  as  it  becomes  more 
than  12  hours  late  at  each  station.  The  train  is  the  equipment 
that  moves  over  the  Division,  or  Subdivision,  as  authorized 
by  the  schedule  existence. 

Q.     When   does   a  schedule  exist? 

A.    When  it  becomes  due. 

Q.     How  long  does  a  schedule  exist? 

A.     Until  more  than  12  hours  late. 

Q.  When  Rule  4  refers  to  a  schedule  of  a  preceding  (Old) 
time-table,  does  it  mean  one  that  is  due  or  overdue,  not  ex- 
ceeding 12  hours  at  the  time  of  change? 

A.    Yes,  one  that  actually  exists  and  authorizes  a  train. 

Q.  If  a  schedule  of  Jan.  1st  has  been  fulfilled  may  it 
again  be  fulfilled? 

A.     No. 

Q.     What  is  meant  by  "same  day  of  leaving"? 

A.  If  "daily"  on  the  Old  and  "daily"  on  the  New  they 
would  be  the  same  day  of  leaving  any  day  of  the  week.  If 
"daily"  on  the  Old  and  "daily  except  Sunday"  on  the  New, 
or  vice  versa,  they  would  not  be  the  same  day  of  leaving  on 
Sunday,  but  would  be,  every  other  day  of  the  week. 

Q.  If  "daily  except  Saturday"  on  the  Old  and  "daily  ex- 
cept Sunday"  on  the  New,  could  they  be  considered  of  the  same 
day  of  leaving  and  how  would  it  effect  the  schedule  on  Mon- 
day, Tuesday,  Wednesday,  Thursday  or  Friday? 

Page  197 


A.  They  would  be  the  same  clay  of  leaving  Monday,  Tues- 
day, Wednesday,  Thursday  and  Friday,  but  would  not  on 
Saturday  and  Sunday. 

Q.  If  on  an  opposing  inferior  train  at  B  at  8:30  P.  M.  and 
No.  1  is  due  to  leave  A  at  8:30  P.  M.,  could  you  move  against 
it  without  orders? 

A.     No. 

Q.  If  No.  1  does  not  arrive  at  B  until  one  hour  late,  would 
the  opposing  inferior  train  have  to  remain  at  B  during  that 
hour  if  it  did  not  receive  orders  to  move  against  No.  1;  if  so, 
why? 

A.  Yes,  an  opposing  superior  schedule  exists  authorizing 
an  opposing  superior  train. 

Q.  May  we  have  a  train  authorized  (meaning  a  schedule  in 
effect)  without  the  equipment  on  the  road  under  authority  of 
the  Old  schedule. 

A.  Yes,  without  the  equipment  there  is  a  train  authorized 
if  schedule  is  due  and  is  not  more  than  12  hours  late. 

Q.  Is  it  necessary  that  we  have  an  authorized  train  or 
that  a  schedule  is  due  or  overdue  not  to  exceed  12  hours  at 
some  station  on  the  Old  time-table  at  the  time  of  change 
before  a  schedule  of  the  New  could  be  assumed? 

A.    Yes. 

.-— — -Q.  If  there  is  a  train  authorized  under  the  Old  at  time  of 
change,  is  it  necessary  to  also  have  a  train  authorized 
under  the  New  before  the  schedule  of  corresponding  number 
may  be  assumed? 

A.  No,  the  schedule  of  the  New  which  may  be  assumed 
may  not  be  due  to  leave  the  station  where  it  is  to  be  assumed 
at  the  time  of  change,  and  the  train  may  wait  until  it  is  due 
even  though  it  is  not  due  at  any  station  under  the  New  until 
after  the  New  takes  effect. 

Q.  If  the  schedule  of  the  New,  corresponding  as  required 
is  not  due  or  overdue  at  the  time  of  change,  when  does  it  first 
exist? 

A.    At  its  leaving  time,  and  dates  from  its  initial  station. 

Q.  Why  may  a  train  running  on  a  schedule  of  the  Old 
assume  the  schedule  of  the  New  that  corresponds  and  becomes 
due  on  the  New  after  the  time  of  change? 

A.  Because  it  is  the  same  schedule,  and  we  may  have  one 
schedule  in  effect  of  one  date  and  if  it  has  been  partly  fulfilled 
under  the  Old  the  remainder  of  the  schedule  may  be  fulfilled 
under  the  New. 

Q.  If  there  is  not  a  schedule  on  the  preceding  (Old)  time- 
table corresponding  in  every  particular  as  required  by  the  rule 
with  a  schedule  of  the  New,  what  would  you  consider  the 
schedule  of  the  New? 

A.    A  new  schedule  of  the  New  time-table. 

„ —  Q.  When  does  a  schedule  of  the  New  first  exist  if  no 
schedule  on  the  Old  corresponds? 

A.  At  the  first  leaving  time  at  initial  station  at  or  after 
New  takes  effect. 

Q.  In  checking  Old  and  New  time-tables,  what  is  one  of 
the  important  things  to  consider  first? 

A.  Note  whether  the  limit  of  the  Division,  or  Subdivision, 
Page  198 


if  subdivided,  has  been  changed. 

Q.  Is  it  necessary  that  the  schedule  of  the  Old  and  New  be 
of  the  same  day  of  arriving? 

A.     No. 

Q.  What  are  the  six  requirements  in  which  a  schedule 
of  the  Old  and  New  must  be  alike,  or  correspond,  before  a 
schedule  of  the  New  may  be  assumed? 

A.  NUMBER,  CLASS,  DAY  OF  LEAVING,  DIRECTION, 
INITIAL  AND  TERMINAL  STATIONS. 

Q.  If  a  schedule  of  the  Old  and  New  are  alike  in  Num- 
ber, Class,  Day  of  Leaving,  Initial  and  Terminal  Stations,  but 
they  do  not  follow  the  same  route,  would  they  correspond? 

A.  No,  direction  means  that  they  must  follow  the  same 
route. 

Q.  How  should  train  running  under  the  Old  be  governed 
after  New  takes  effect  if  the  direction  (route)  is  not  the  same? 

A.    Proceed  under  train  orders. 

Q.  If  a  schedule  of  the  Old  of  the  same  number  as  the 
New  but  of  different  route  is  due  under  the  Old  at  time  of 
change,  although  it  may  not  have  been  fulfilled,  has  there  been 
a  schedule  in  effect  at  time  of  change? 

A.     Yes. 

Q.     What  is  first  time  such  schedule  exists  under  the  New? 

A.  At  the  first  leaving  time  under  the  New  on  the  first 
date  it  is  authorized  following  the  date  of  the  Old  schedule. 

Q.  If  on  the  New  a  station  name  has  been  changed  would 
this  prevent  the  New  being  assumed  provided  all  other  re- 
quirements are  the  same? 

A.  No,  the  change  in  the  name  of  a  station  would  not 
affect  the  route  or  direction. 


Page  199 


CORRESPONDING  SCHEDULES  OF  THE  OLD  AND 

NEW  TIME  TABLES. 
Time  at  Stations  Later  on  the  New. 


PLATE  A  1 


[NEW  TIME  TABLE    EFFECTIVE  <20I  AM  SUNDA' 


OLD         1     , 

WESTWARD!  / 

III  CLASS!  I 

1          ) 

DAILYl    \ 

A 

u  1000PM 

B 

1040PM 

C 

1120PM    ) 

D 

1201AM    ] 

E 

1250AM   \ 

F 

140AM    ) 

G 

220AM  \ 

H 

A  300AM|  / 

NEW 

WESTWARD 

IS!  CLASS 

1 

DAILY 

I 

A 

L1100PM 

B 

1140PM 

C 

1220AM 

D 

100AM 

E 

150AM 

( 

F 

240AM 

j 

G 

320AM 

( 

H 

A  400AM 

QUESTIONS  AND  ANSWERS— PLATE  A  1. 

Q.     Do  the  schedules  correspond  in  the  six  requirements? 

A.    Yes. 

Q.  Is  there  a  train  authorized  (meaning  a  schedule  in 
effect  not  fulfilled)  under  the  Old  time-table  at  time  of  change, 
12:01  A.  M.  Sunday,  and  if  so,  where? 

A.    Yes,   at  D. 

Q.  Is  there  a  schedule  due  or  overdue  (existing)  on  the 
New  at  time  of  change? 

A.    Yes. 

Page  200 


"     Q.     At  12:01  A.  M.  Sunday,  when  must  No.  1  of  the  New  be 
considered  as  having  taken  effect? 

A.  At  11:00  P.  M.  Saturday,  one  hour  and  one  minute 
before  the  change. 

Q.  Must  No.  1's  time  on  Old  be  exactly  12:01  A.  31.  at  D 
in  order  that  a  train  may  be  authorized? 

A.  No,  if  due  at  D  at  11:50  P.  M.  and  not  fulfilled  at  D 
at  12:01  A.  M.,  a  schedule  would  exist  as  it  is  not  12  hours 
late  at  time  of  change. 

Q.  If  No.  1's  schedule  of  the  Old  is  not  fulfilled  out  of 
A  before  12:01  A.  M.  Sunday,  over  what  part  of  the  Division 
or  Subdivision  is  there  a  train  authorized  at  time  of  change? 

A.     From  A  to  D. 

Q.  As  new  time-table  takes  effect  at  12:01  A.  31.  Sunday, 
what  is  the  date  of  the  last  No.  1  existing  out  of  A  under  the 
Old? 

A.    No.  1  of  Saturday. 

Q.  What  time  is  No.  1  of  Saturday  due  to  leave  as  printed 
on  the  New? 

A.    11:00  P.  M.  Saturday. 

Q.     How  many  No.  1's  of  Saturday  may  exist? 

A.    One. 

Q.  Do  you  understand  that  it  is  only  necessary  to  have  a 
train  authorized  under  the  Old  somewhere  on  the  Division 
or  Subdivision,  if  sub-divided,  at  12:01  A.  31.  Sunday,  in  order 
that  No.  1  of  the  New  may  be  assumed? 

A.    Yes. 

Q.  If  a  train  inferior  to  No.  1  is  moving  in  the  same  direc- 
tion and  could  clear  No.  1's  schedule  time  at  D  on  the  New, 
could  it  leave  ahead  of  or  pass  No.  1  without  orders? 

A.  Yes,  it  could  pass  No.  1  at  D,  between  12:01  A.  M. 
of  the  Old  and  1:00  A.  M.  of  the  New. 

Q.  If  an  opposing  inferior  train  leaves  H  Saturday  and 
reaches  E  at  11:45  P.  31.,  how  much  time  would  it  then  have 
to  go  to  D  under  the  Old  time  table? 

A.    Sixteen  minutes,  less  required  clearance. 

Q.  If  it  is  a  30-minute  run,  E  to  D,  when  could  this  oppos- 
ing inferior  train  leave  E,  and  how  much  time  would  it  then 
have  to  go  to  D? 

A.  At  12:01  A.  M.  Sunday,  and  would  have  59  minutes 
less  required  clearance  to  go  to  D  against  the  New  time. 

Q.  Would  it  be  safe  to  assume  that  as  No.  1  could  not 
get  out  of  D  before  12:01  A.  31.  Sunday,  and  at  that  time  the 
New  would  take  effect,  the  inferior  train  could  leave  E  at  11:45 
P.  31.  and  move  against  the  New  time  at  D  (1:00  A.  M.)  ? 

A.  It  would  be  safe,  but  technically  improper  to  move  out 
of  E  without  sufficient  time  to  make  D  under  the  Old  schedule 
which  is  yet  in  effect  at  11 :45  P.  M. 


Page  201 


CORRESPONDING  SCHEDULES  OF  OLD  AND  NEW 
TIME-TABLES. 

Schedule  of  the  Old  Partly  Fulfilled  at  Time  of  Chancre. 

PLATE    Bl 

(NEW  TIMETABLE   EFFECTIVE  1ZOI  AM  SUNDAY" 


OLD 


WESTWARD 


HT  CLASS 


DAILY 


7 


NEW 


WESTWARD 


15!  CLASS 


DAILY!  I 


Page  202 


QUESTIONS  AND  ANSWERS-^PLATE  B 1. 

Q.     Do  the  schedules  correspond  in  the  six  requirements? 

A.    Yes. 

Q.  Is  there  a  train  authorized  under  the  Old  at  time  of 
change,  12:01  A.  M.  Sunday?  If  so,  where? 

A.    Yes,  at  D. 

Q.  If  a  No.  1  of  Saturday  runs  under  the  Old  schedule 
from  A  to  D,  reaching  D  at  13:01  A.  M.  Sunday,  as  indicated 
by  the  arrow,  what  effect  would  this  have  on  the  correspond- 
ing portion  of  the  New  schedule  of  Saturday? 

A.  The  corresponding  portion  of  the  New  schedule  of  No. 
1  of  Saturday  between  A  and  D,  as  indicated  by  shaded  por- 
tion, could  not  be  used. 

Q.  Of  what  value  is  that  portion  of  the  Old,  D  to  H,  as 
indicated  by  shaded  portion,  after  12:01  A.  M.  Sunday? 

A.    Of  no  value. 

Q.    What  takes  its  place? 

A.  The  corresponding  portion  of  the  New  from  D  to  H 
as  indicated  by  the  arrow  between  the  two  schedules. 

Q.  What  would  No.  1,  arriving  at  D  at  12:01  A.  M.  Sunday, 
do? 

A.  Take, Adding  at  D  and  wait  until  due  to  leave  on  the 
New  at  riTJDit.  MTfand  proceed  on  the  new  time  as  indicated  by 
the  arrow. 

Q.  If  No.  1  received  an  order  to  meet  an  opposing  train 
between  D  and  H  while  running  under  the  Old,  should  the 
order  be  respected  after  No.  1  assumes  the  new  time? 

A.  Yes,  if  an  extra  or  if  a  regular  train  (not  more  than  12 
hours  late). 

Q.  If  No.  1  received  an  order  to  meet  No.  2  at  G  and 
there  is  no  No.  2  under  the  New,  how  should  No.  1  be 
governed  ? 

A.    Proceed,  as  there  is  then  no  No.  2  to  meet. 

Q.  When  would  No.  1  of  Saturday  become  12  hours  late 
at  H? 

A.    At  4:00  P.  M.  Sunday. 


Page  203 


CORRESPONDING  SCHEDULES  OF   OLD  AND  NEW 

TIME-TABLES. 

Train  Running  Late  on  Old  at  Time  of  Change.    Time 
on  the  New  Later. 


PLATE    Cl 


1  NEW  TIMETABLE   EFFECTIVE  1201  AM  SUNDAY 


Page  204 


QUESTIONS  AND  ANSWERS— PLATE   C  1. 

Q.     Do  the  schedules  correspond   in   the  six   requirements? 
A.     Yes. 

Q.  Is  there  a  train  authorized  under  the  Old  at  time  of 
change  12:01  A.  M.  Sunday? 

A.  Yes,  at  D,  and  if  not  fulfilled  out  of  A,  B  or  C  before 
12:01  A.  M.,  it  would  exist  at  any  of  those  stations. 

Q.  If  No.  1  leaves  A  Saturday  under  the  Old  and  reaches 
C  at  11:50 -P.  M.  (11  minutes  before  the  change),  assuming  that 
it  is  a  30  minute  run,  C  to  D,  how  should  it  be  governed? 

A.  Remain  at  C  under  the  Old  until  12:01  A.  M.  Sunday, 
then  No.  1  is  not  due  to  leave  C  until  12:20  A.  M.,  at  which 
time  it  could  proceed,  clearing  all  superior  schedules  of  the 
New. 

Q.  What  would  be  the  result  if  No.  1  of  Saturday  of  Old 
left  C  at  11:50  P.  31.  and  unable  to  make  D  by  12:01  A.  -M. 
Sunday? 

A.  It  would  be  between  C  and  D  when  New  time- 
table takes  effect;  19  minutes  before  due  out  of  C  (the  station 
behind  it),  on  the  New. 

Q.  If  an  opposing  inferior  train  at  D,  is  unable  to  make 
€  for  No.  1  under  the  Old,  could  it  move  against  No.  1  under 
the  New  leaving  D  at  12:01  A.  31.  Sunday,  provided  it  can 
clear  the  New  time  of  No.  1  at  C  (12:20  A.  31.),  as  required 
by  rule? 

A.     Yes. 


Page  205 


CORRESPONDING  SCHEDULES   OF   THE   OLD   AND 

NEW  TIME-TABLES. 

Train  Running  Late  on  the  Old  at  Time  of  Change. 
Time  on  the  New  Earlier. 

PLATE    D 1 

I  NEW  TIMETABLE   EFFECTIVE  1201  AM  SUNDAY 


Page  206 


QUESTIONS  AND  ANSWERS— PLATE  D  1. 

Q.     Do  the  schedules  correspond  in  the  six  requirements? 

A.    Yes. 

Q.  Is  there  a  train  authorized  under  the  Old  at  time  of 
change  12:01  A.  M.  Sunday? 

A.  Yes;  at  D,  or  at  A,  B  or  C  if  not  fulfilled  before 
12:01  A.  M. 

Q.  If  No.  1's  time  on  the  New  is  earlier  than  on  the  Old, 
as  shown,  and  No.  1  leaves  A  Saturday  under  the  Old,  and  is 
at  C  at  11:50  P.  M.,  could  it  proceed,  and  if  so,  why? 

A.  Yes ;  No.  1  becomes  an  hour  later  under  the  New 
instantly  the  New  takes  effect,  and  an  opposing  train  would 
not  have  time  to  move  against  them. 

Q.  Would  it,  then,  be  proper  for  No.  1  of  Saturday  to  be 
between  C  and  D  at  12:01  A.  M.  Sunday,  provided  it  was 
not  on  the  time  of  an  opposing  superior  schedule  under  the 
New? 

A.     Yes. 

Q.  Would  No.  1  be  permitted  to  make  up  time  under  the 
New  if  no  order  to  prevent  its  doing:  so? 

A.    Yes. 

Q.  Could  No.  1  of  Saturday  pass  D  on  time  at  12:01  A.  M. 
Sunday,  and  if  so,  why? 

A.  Just  the  minute  No.  1  is  due  at  D  on  the  Old  the  New 
takes  effect;  it  may  pass  or  leave  on  the  new  one  hour  and 
one  minute  late — the  difference  between  the  times  of  No.  1  at 
D  on  the  Old  and  on  the  New. 

Q.  If  an  opposing  inferior  train  is  at  F  at  11:40  P.  M. 
Saturday  on  the  Old,  how  much  time  would  it  have  to  make 
E,  and  why? 

A.  Twenty-one  minutes.  At  11:40  P.  M.  at  F  it  has 
until  12:20  A.  M.  to  make  E  as  long  as  the  Old  time-table  is  in 
effect,  but  as  the  New  takes  effect  at  12:01  A.  M.  No.  1's  time  at 
E  is  then  11:50  P.  M. ;  instead  of  12:20  A.  M.,  and  it  only  has 
until  12:01  A.  M.  to  make  E. 


15  Page  207 


SCHEDULES  OF  THE  OLD  AND  NEW  TIME-TABLES 

CORRESPONDING  IN   ALL   PARTICULARS 

EXCEPT  THE  NUMBER. 

PLATE   A3 

[NEW  TIME  TABLE    EFFECTIVE  1201  AM  SUNDAY] 


OLD 

/ 

WESTWARD 

1SJ  CLASS 

1 

3 

) 

DAILY 

A 

u  1000PM 

B 

1040PM 

C 

1120PM 

/ 

D 

1201AM 

E 

1220AM 

\ 

F 

140AM 

) 

G 

220AM 

\ 

H 

A  300AM 

) 

NEW 

> 

WESTWARD 

15JCLAS 

30 

DAILY 

I 

A 

L900PN 

/ 

B 

940  PN 

t 

C 

1020PM 

D 

1100  PI* 

, 

E 

1150PN 

i 

F 

1240A 

) 

G 

120AM 

H 

A  aOOAM 

/ 

Page  208 


QUESTIONS  AND  ANSWERS— PLATE  A3. 

Do  the  schedules  correspond  in  the  six  requirements? 


A. 
Q. 
A. 
Q. 


No. 


In  what  do  they  fail  to  agree? 
Number. 

As  there  is  not  a  schedule  of  No.  3  of  Saturday  on 
the  New  that  corresponds  in  the  six  requirements  with  No. 
3  of  Saturday  of  the  Old  at  time  of  change,  12:01  A.  M. 
Sunday,  what  becomes  of  the  schedule  of  No.  3  of  the  Old? 
A.  It  expires  with  the  Old  time-table  at  12:01  A.  M. 
Sunday. 

Q.     How    may   a   train    running    as    No.    3    of    Saturday    of 
the  Old  proceed  after  the  New  takes  effect? 
A.    By  train  order. 

Q.  As  there  is  not  a  No.  30  of  Saturday  on  the  Old  cor- 
responding in  the  six  requirements  with  No.  30  of  Saturday 
of  the  New,  when  is  No.  30  of  the  New  first  authorized  to 
run? 

A.  At  9  :00  P.  M.  Sunday,  which  is  its  first  leaving  time  at 
its  initial  station  after  the  New  takes  effect  at  12:01  A.  M. 
Sunday. 


«x    A 


H 


3 

1 

a 

H 

Page  209 


NEW  SCHEDULE  OF  NEW  TIME-TABLE  DUE 

TO  LEAVE  INITIAL  STATION  AFTER  THE 

NEW  TAKES  EFFECT  AND  ON  THE 

SAME  DAT. 


PLATE   A  5 


[NEW  TIME  TABLE    EFFECTIVE  1201  AM  SUNDAY] 


OLD 

y 

WESTWARD 

1 

A 

B 

C 

D 

J 

E 

\ 

F 

) 

G 

I 

H 

NEW        1     J 

WESTWARD)  ( 

1LTCLASS|    | 

5          ) 

DAILY  1 

A 

L1000PM      / 

B 

1100PM     ( 

C 

1215AM      j 

D 

130AM     / 

E 

235AM     \ 

F 

345  AN    j 

G 

450AM 

H 

A  600AMI  / 

Page  210 


QUESTIONS  AND  ANSWERS— PLATE  A5. 

Q.  As  there  is  no  No.  5  on  the  Old,  when  does  No.  5  of 
the  New  first  exist  or  is  first  authorized  to  run? 

A.  At  10:00  P.  M.  Sunday  at  its  initial  station,  which  is 
its  first  leaving  time  following  the  time  of  change. 

Q.  As  there  is  no  schedule  on  the  Old  could  No.  5  of  the 
New  become  authorized  at  any  intermediate  station  at  the 
first  leaving:  time  after  the  New  takes  effect?  For  example,  at 
C  at  12:15  A.  M.  Sunday? 

A.     No. 

Q.  If  the  New  took  effect  at  10:00  P.  M.  Sunday  instead 
of  12:01  A.  M.  Sunday,  when  is  No.  5  of  the  New  first  author- 
ized to  run? 

A.  At  10:00  P.  M.  Sunday,  the  exact  minute  the  New 
takes  effect. 

Q.  If  the  New  took  effect  at  10:01  P.  31.  Sunday  instead 
of  12:01  A.  M.  Sunday,  when  is  No.  5  of  the  New  first  author- 
ized to  run? 

A.  At  10:00  P.  M.  Monday,  23  hours  and  59  minutes  after 
the  New  takes  effect. 


QdA    H  1  4 


Page  211 


SCHEDULES     OF     OLD    AND    NEW    TIME-TABLES 
CORBESPONDING  EXCEPT  IN  DAY  OF  LEAVING. 

New  First  Due  to  Leaye  on  the  Day  of  Change,  Thirty 
Minutes  After  Change. 


PLATE  A  7 


MEET? 
ATB 

AT  FAT! 

130  AMI 

II 

OPPOSE 
INFEftlC 
TRAIN 

NEW  TIME  TABLE   EFFECTIVE  130   AM  SUNDAY) 

OLD          1 

) 

NEW 

} 

WESTWARD  | 

WESTWARD 

i§j  CLASS] 

IL'CLAS 

7 

7 

DAILYl 

DAILY 

( 

A 

U1000PM 

A 

UZOOA 

) 

B 

1100PM 

B 

300A 

C 

121  5AM 

\ 

C 

41  5A 

\ 

D 

130AM    ' 

D 

530A 

E 

235AM   \ 

E 

635A 

F 

345AM    , 

F 

745AI* 

) 

G 

450AM  \ 

G 

850  AN 

H 

A  600AM|  } 

H 

A1000A 

16 
)R 

Page  212 


QUESTIONS  AND  ANSWERS— PLATE  A  7. 

Q.  Does  the  last  schedule  of  the  Old  (Saturday)  and  the 
first  of  the  New  (Sunday)  correspond  in  the  six  requirements? 

A.     No. 

Q.     In   what   particular  are  they  not  alike? 

A.    Not  the  same  day  of  leaving. 

Q.  As  New  time-table  takes  effect  at  1:30  A.  M.,  Sunday, 
what  is  the  date  of  the  last  No.  7  leaving  A  on  the  Old? 

A.    No.  7  of  Saturday. 

Q.  What  is  the  date  of  the  first  No.  7  that  can  exist  on 
the  New? 

A.    No.  7  of  Sunday  (2:00  A.  M.). 

Q.     Could   No.   7   of  Saturday,  the  last  under  the  Old,  : 
sume  schedule  of  No.  7  of  Sunday,  the  first  under  the  New' 

A.     No. 

Q.  What  becomes  of  No.  7  of  Saturday  of  the  Old  at  the 
time  of  change  (1:30  A.  M.  Sunday)? 

A.  No.  7  of  Saturday  ceases  to  exist  when  the  New  takes 
effect. 

Q.  If  an  extra,  or  other  inferior  train,  moving  in  the 
opposite  direction  to  No.  7,  Saturday  night,  receives  an  order 
to  meet  No.  7  at  B,  and  it  is  at  F  at  1:30  A.  M.  Sunday,  when 
the  New  takes  effect,  could  the  meet  be  used  to  go  to  B  for  No. 
7  under  the  New?  If  not,  why? 

A.  No;  No.  7  of  the  New  is  No.  7  of  Sunday,  and  the 
order  was  to  meet  No.  7  of  Saturday  of  the  Old. 

Q.  When  an  order  is  received  to  meet  a  regular  train, 
to  what  regular  train  does  it  refer? 

A.  To  the  regular  train  of  the  number  specified  in  the 
order  that  is  then  due  on  the  division  or  subdivision,  and  if 
none  due  then  to  the  first  of  that  number  that  will  be  due. 

Q.  After  6:00  P.  M.  Saturday,  when  No.  7  of  Friday  be- 
comes 12  hours  late  at  H,  an  order  received  any  time  before 
1:30  A.  M.  Sunday  would  refer  to  what  train? 

A.    To  No.  7  of  Saturday. 

Q.  After  1:30  A.  M.  Sunday,  how  must  inferior  train  be 
governed  regarding  No.  7  of  the  New? 

A.    Clear  No.  7  of  the  New  as  required  by  rule. 


Page  213 


SCHEDULES    OF    OLD    AND    NEW    TIME-TABLES 
CORRESPONDING  EXCEPT  DAY  OF  LEAVING. 

New  First  Due  to  Leaye  on  Day  Following  Twenty- 
Three  Hours  and  Thirty  Minutes  After  Change. 

PLATE  B  7 

INEWTIME  TABLE  EFFECTivezao  AM  SUNDAY) 


OLD 

j 

WESTWARD 

ISJCLAS 

| 

7 

DAILY 

A 

U1000P 

B 

1IOOP 

C 

I215A 

D 

130Af 

E 

235A 

\ 

F 

345A 

) 

G 

450A 

\ 

H 

A600A 

NEW 

WESTWARD 

IL'CLAS 

7 

DAILY 

( 

A 

L200A 

1 

B 

300A 

( 

C 

41  5A 

D 

530A 

, 

E 

635A_ 

( 

F 

745  A  V 

) 

G 

850  AN 

( 

H 

A1000A 

) 

Page  214 


J-1A  OfM  3WM153  3J3AT  3Mft  V\ 
QUESTIONS  AND  ANSWERS-PLATE   B  7. 


Q. 
A. 
Q. 


Do  the  schedules  correspand  in  the  six  requirements? 


ilike? 


n  what  particular  are  they  not 

A.   oax_j>f  leading. 

Q.     What  is  the  last  No.  7  that  can  leave  A  under  the  Old? 

A.    No.  7  of  Saturday. 

Q.     What  is  the  first  No.  7   of  the  New,  and  why? 

A.  No.  7  of  Monday.  As  the  New  time-table  takes  effect 
at  2:30  A.  M.  Sunday,  and  there  is  No.  No.  7  of  Sunday  on 
the  Old  to  assume  Sunday's  schedule  of  the  New,  No.  7  of 
the  New  becomes  a  new  schedule,  therefore  it  does  not  exist 
at  its  initial  station  A  until  its  first  leaving  time,  2:00  A.  M. 
Monday. 

Q.  If  an  opposing  inferior  train  leaves  H  Saturday  after 
6:00  P.  M.  with  an  order  to  meet  No.  7  at  B,  and  it  is  at  F 
at  2:30  A.  M.  Sunday,  how  must  it  be  governed  with  respect 
to  No.  7? 

A.  As  the  meet  with  No.  7  applies  to  No.  7  of  Saturday 
of  the  Old  and  there  is  no  No.  7  of  Saturday  of  the  Old  or 
New  after  the  New  takes  effect,  would  not  consider  No.  7 
until  No.  7  of  Monday  is  due,  then  clear  its  schedule  time. 


H 


MAOfcS        0 

MAore  '    H 

Page  215 


SCHEDULES    OF     OLD    AND    NEW    TOIE-TABLES 

CORRESPONDING  EXCEPT  IN  CLASS,  INITIAL 

AND  TERMINAL  STATIONS. 

PLATE    fL9 

[NEW  TIME  TABLE    EFFECTIVE   140  AM  SUNDAY] 


OLD 

/ 

WESTWARD 

I 

1§J  CLASS 

9 

DAILY 

A 

B 

1   110AM 

C 

120AM 

I 

D 

130AM 

} 

E 

145AM 

\ 

F 

Z10AM 

) 

G 

Z40AM 

\ 

H 

*  310AM 

NEW 

WESTWARD 

22  CLASS 

^\ 

DAILY 

( 

A 

L    110AM 

I 

B 

130AM 

( 

C 

140AM 

D 

150AM 

E 

205AM 

F 

230AM 

G 

*  300AM 

( 

H 

) 

Page  216 


QUESTIONS  AND  ANSWERS— PLATE  A  9. 

Q.     Do  the  schedules  correspond  in  the  six  requirements? 

A.     No. 

Q.     In  what  do  they  fail  to  be  alike? 

A.    In  class,  initial  and  terminal  stations. 

Q.  If  they  failed  in  one  requirement  would  it  be  equiva- 
lent to  failing  in  all? 

A.    Yes. 

Q.  What  becomes  of  No.  9  of  the  Old  at  time  of  change 
(1:40  A.  M.  Sunday)? 

A.    Ceases  to  exist. 

Q.  When  does  No.  9  of  the  New  exist  out  of  A  for  the 
first  time? 

A.  At  1:10  A.  M.  Monday,  23  hours  and  30  minutes  after 
New  time-table  takes  effect. 


JMAO? 

3 

OOOJ 

1 

© 

-j~ 

Page  2ir 


SCHEDULES     OF    OLD    AND    SEW    TIME-TABLES 
CORRESPONDING  AS  PER  RULE. 

PLATEAU 

INEWTIME  TABLE  EFFECTIVE  12  NOON  TODAY] 


OLD         1     , 

WESTWARD  1 

i§j  CLASS)  1 

11 

DAILY    i 

A 

L  810AM 

B 

830AM 

C 

855AM     ) 

D 

320AM    ) 

E 

;  940AM  \ 

F 

1000AM    ) 

G 

1020AM   \ 

H 

A1030AM|  / 

NEW        1     , 

WESTWARD| 

1!!CLASS| 

11 

DAILYl    ^ 

A 

L  200PM     , 

B 

220PM     I 

C 

245PM 

D 

310PM      , 

E 

330PM     \ 

F 

350PM    j 

G 

410PM    7 

H 

A^420PM[  / 

Note:    What  is  meant  by  "to-day"  (the  day  the  time-table 
takes  effect)  is  the  day  the  schedules  are  being  considered. 


Page  218 


QUESTIONS  AND  ANSWERS— PLATE  A  11. 

Q.     Do  the  schedules  correspond   in  the  six  requirements? 

A.    Yes. 

Q.  Is  there  a  train  authorized  on  the  Old  at  12:00  Noon, 
the  time  of  change? 

A.  Yes,  provided  No.  11  of  the  Old  has  not  been  fulfilled 
over  entire  run  before  12:00  Noon. 

Q.  If  No.  11  of  Old  is  at  any  intermediate  station  at  12:00 
Noon,  is  there  a  train  authorized  when  the  New  takes  effect? 
If  so,  why? 

A.  Yes.  If.  No.  11  is  at  an  intermediate  station  at  12:00 
Noon,  No.  ll's  schedule  is  only  fulfilled  up  to  such  station  at 
time  of  change,  the  remaining  portion  being  past  due,  unfulfilled 
and  not  12  hours  late  at  12:00  Noon  authorizes  a  train. 

Q.  If  called  to  leave  A  on  No.  11  to-day  at  2:00  P.  M. 
under  the  New,  what  should  you  first  ascertain? 

A.    Whether  No.  11  left  A  under  the  Old. 

Q.  If  No.  11  had  left  A  before  12:00  Noon  under  the 
Old,  may  we  run  another  No.  11  out  of  A  at  2:00  P.  M.  under 
the  New?  If  not,  why? 

A.  No,  as  we  cannot  have  more  than  one  schedule  of  the 
same  number  and  day  in  effect. 

^*~^~  Q.     If  No.   11   receives   an   order   to   run   2   hours   late  A   to 
H,  what  time  could  it  leave  A  and  arrive  at  F? 

A.  Could  not  leave  A  before  10:10  A.  M.,  or  leave  any 
intermediate  station  less  than  2  hours  late  and  arrive  at  F 
as  soon  after  the  leaving  time  at  E  as  the  run  can  be  made 
under  the  rules. 

Q.     What  is  the  earliest  No.  11  could  leave  F,  and  why? 

A.  5:50  P.  M.,  as  the  2-hour  run  late  applies  to  No.  ll's 
schedule  of  the  New  after  12:00  Noon,  the  same  as  it  applied 
to  the  Old  before  12:00  Noon,  it  being  the  same  schedule. 

Q.  If  No.  11  receives  an  order  to  run  2  hours  late  A  to  F, 
what  time  could  No.  11  leave  F  under  the  New? 

A.    On  time. 

Q.  If  No.  11  of  to-day  is  annulled  A  to  H,  could  No.  11 
run  on  the  New  after  12:00  Noon?  If  not,  why? 

A.  As  No.  11  of  the  Old  and  New  correspond  in  the  six 
requirements  they  are  one  and  the  same  schedule  and  the  an- 
nulment applies  to  No.  11  of  to-day  as  printed  on  both  the  Old 
and  New  time-tables. 

Q.  If  No.  11  is  fulfilled  under  the  Old  A  to  H  before 
12:00  Noon,  could  there  be  another  No.  11  of  same  date  under 
the  New? 

A.     No. 


Page  219 


SCHEDULES    OF     OLD    AND     NEW    TIME-TABLES 
CORRESPONDING. 

Schedule  of  Old  Partly  Fulfilled  at  Time  of  Change. 

PLATE  C  11 

INEWTIME  TABLE  EFFECTIVE  12  NOON  TODAY] 


Page  220 


QUESTIONS  AND  ANSWERS— PLATE  C  11. 

Q.     Do  the   schedules   correspond   in   the   six   requirements. 

A.    Yes. 

Q.  Is  there  a  train  authorized  on  the  Old  at  12:00  Noon 
to-day,  the  time  of  change? 

A.  Yes,  provided  No.  11  of  the  Old  has  not  been  fulfilled 
over  entire  run  before  12:00  Noon. 

Q.  If  No.  11  makes  E  under  the  Old,  what  effect  would 
it  have  on  No.  ll's  time  of  the  New  between  A  and  E  as  in- 
dicated by  shaded  portion? 

A.  No..  11  could  not  run  under  the  New  A  to  E  after 
12:00  Noon. 

Q,  If  No.  11  of  the  Old  leaves  E  before  12:00  Noon,  would 
it  nullify  more  of  the  time  of  No.  11  of  the  New? 

A.    Yes. 

Q.  If  No.  11  of  the  Old  is  delayed  at  E  until  12:00  Noon 
or  later,  when  and  how  may  it  proceed? 

A.  May  leave  E  on  the  New  at  3:30  P.  M.,  or  within  12 
hours  thereafter. 

Q.  If  No.  11  is  delayed  at  E  until  12:00  Noon,  of  what 
value  is  the  remaining;  portion  of  No.  11  of  the  Old  between  E 
and  H  as  indicated  by  shaded  portion? 

A.    No  value. 

Q.  If  there  were  several  sections  of  No.  11  at  E  at  12:00 
Noon  the  time  of  change,  how  should  they  be  governed? 

A.  All  sections  of  No.  11  could  proceed  from  E  at  3:30 
P.  M.,  as  permitted  by  the  rules,  or  within  12  hours  thereafter. 


Paqe  221 


SCHEDULES  OF  THE  OLD  AND  NEW  TIME-TABLES 
CORRESPONDING. 

Three  Sections  on  the  Old  at  Different  Stations  at  Time 
of  Change. 

PLATE  3311 

[NEW  TIME  TABLE    EFFECTIVE  12   NOON  TODAY] 


Page  222 


QUESTIONS  AND  ANSWEBS— PLATE  I)  11. 

Q.     Do  the  schedules  correspond  in  the  six  requirements? 

A.    Yes. 

Q.  Is  there  an  authorized  No.  11  on  the  Old  at  12:00  Noon 
to-day,  the  time  of  change? 

A.  Yes,  provided  No.  11  of  the  Old  has  not  been  fulfilled 
over  entire  run  before  12 :00  Noon. 

Q.  If  there  are  three  sections  of  No.  11  out  of  A  under 
the  Old,  the  first  section  at  E,  second  at  D  and  third  at  C  at 
12:00  Noon,  the  time  of  change,  how  should  they  be  governed? 

A.  Third  No.  11  could  leave  C  at  2:45  P.  M.,  second 
leave  D  at  3:10  P.  M.,  and  first  leave  E  at  3:30  P.  M.  running 
far  enough  apart  to  comply  with  the  rules  relative  to  spacing 
trains. 

Q.  If  third  No.  11,  or  last  section,  is  at  C  at  12:00  Noon, 
how  much  of  the  schedule  of  No.  11  of  the  New,  of  to-day, 
cannot  be  used? 

A.  That  portion  from  A  to  and  including  the  arriving 
time  at  C. 


16  Page  223 


SCHEDULES  OF  THE  OLD  AND  NEW  TIME-TABLES 
CORRESPONDING. 

Two    Sections;    the    First    Completing    Run    on    Old 

Before  the  Change;  the  Second  Not  Out  of 

Initial  Station  at  Time  of  Change. 

PLATE  E  11 

|NEW  TIME  TABLE    EFFECTIVE  12  NOON  TODftYj 


NEW 


WESTWARD 


B 


H 


15!  CLASS 


11 


DAILY 


•OPM 


0PM 


Page  224 


QUESTIONS  AND  ANSWERS— PLATE  E  11. 

Q.     Do  the  schedules  correspond  in  the  six  requirements? 
A.    Yes. 

Q.  Is  there  a  train  authorized  on  the  Old  at  12:00  Noon 
to-day,  the  time  of  change? 

A.  Yes,  provided  No.  11  of  the  Old  has  not  been  fulfilled 
over  entire  run  before  12:00  noon. 

Q.  If  two  sections  of  No.  11,  and  the  first  section  reaches 
H  under  the  Old  before  12:00  Noon,  may  a  first  section  run 
on  the  New  after  12:00  Noon? 

A.     No. 

Q.     If  there  are  sections  when  is  a  schedule  fulfilled? 

A.    Not  until  it  is  fulfilled  by  the  last  section. 

Q.  If  the  second  or  last  section  does  not  leave  A  before 
12:00  Noon,  when  and  how  may  it  leave  under  the  New? 

A.  As  the  second  section  on  the  New  at  2 :00  P.  M.,  com- 
plying with  the  time  of  No.  11  of  the  New. 

Q.     Why    may    the    second    section    leave    on    the    New    at 

2:00  P.  M.? 

A.  As  the  second  and  last  section  did  not  run  under  the 
Old,  No.  ll's  schedule  of  the  Old  was  not  fulfilled,  and  that 
portion  of  it  which  was  not  fulfilled  before  12:00  Noon  applies 
under  the  New. 

Q.  If  second  No.  11  does  not  leave  A  before  12:00  Noon, 
could  a  third  or  more  sections  be  authorized  to  follow  second 
No.  11  from  A  after  2:00  P.  M.? 

A.     Yes. 

Q.  If  on  an  opposing  inferior  train  at  H  and  ready  to 
leave  at  11:00  A.  M.,  and  in  checking:  the  register  it  finds  only 
the  first  section  of  No.  11  has  arrived  and  it  is  unable  to  get 
orders  against  the  second  section,  how  long  would  it  remain 
at  H  for  the  second  or  last  section? 

A.  Until  12:00  Noon  and  then  proceed,  clearing  second 
No.  11  under  the  New.  If  secjjnd  or^  last  section  of  No.  11 
does  not  arrive  at  H  before  12:00  Noon  it  must  then  re- 
spect tln>  schedule  of  No.  11  as  shown  on  the  New. 

rr 


Page  225 


SCHEDULES  OF  THE  OLD  AND  NEW  TIME-TABLES 
CORRESPONDING. 

Two    Sections;    the    First    Completing    Bun    on    Old 

Before  the  Change;  the  Second  at  an  Intermediate 

Station  at  Time  of  Change. 

PLATE  F 11 

[NEW  TIME  TABLE    EFFECTIVE  12   NOON  TODAY| 


15122 


Page  226 


QUESTIONS  AND  ANSWERS— PLATE  F  11. 

Q.     Do  the  schedules  correspond  in  the  six  requirements? 

A.    Yes. 

Q.  Is  there  a  train  authorized  on  the  Old  at  12:00  Noon 
to-day,  the  time  of  change? 

A.  Yes,  provided  No.  11  of  the  Old  has  not  been  fulfilled 
over  entire  run  before  12:00  Noon. 

Q.  If  two  sections  of  No.  11,  first  reaches  H  before  12:00 
Noon  to-day  and  second  is  at  E  at  12:00  Noon,  how  must  the 
second  be  governed? 

A.  Wait  at  E  until  3:30  P.  M.  and  run  as  the  second  on 
the  New,  E  to  H. 

Q.  If  the  second  (last  section)  is  at  E  at  12:00  Noon 
what  effect  would  it  have  on  the  schedule  of  No.  11  of  the 
New,  A  to  E? 

A.    It  fulfills  it  as  far  as    E. 

Q.  If  an  opposing  inferior  train  is  at  H  at  12:00  Noon, 
and  only  the  first  section  of  No.  11  has  arrived,  and  it  leaves 
II  against  second  No.  11  under  the  New  and  makes  E  by  1:30 
P.  M.  and  finds  second  No.  11  at  E  with  no  signals,  how  should 
it  be  governed,  and  why? 

A.  Proceed;  as  the  second  section  of  No.  11  at  E  at  1:30 
P.  M.  indicates  it  reached  E  under  the  Old,  and  as  it  has 
no  signals  it  fulfilled  No.  ll's  schedule,  A  to  E. 

Q.  If  the  opposing  inferior  train  leaves  H  at  12:00  Noon, 
before  arrival  of  second  No.  11,  and  meets  second  No.  11  with 
no  signals  on  the  road  waiting  for  time  and  did  not  discover 
it,  in  what  position  would  this  place  the  inferior  train  if 
it  could  not  make  A  before  2:00  P.  31.? 

A.  It  would  clear  the  time  of  No.  11  of  the  New  and 
wait  for  second  No.  11,  a  train  it  had  previously  met. 

Q.  If  opposing  inferior  train  meets  Second  No.  11  on  the 
road  with  green  signals  waiting  for  time,  how  should  it  be 
governed? 

A.  Clear  time  of  No.  11  of  the  New  and  wait  for  last 
section. 


Page  227 


SCHEDULES    OF    OLD    AND    NEW    TIME-TABLES 

CORRESPONDING  EVERT  DAY  OF  THE 

WEEK  EXCEPT  SUNDAY. 

Train  of  Saturday  at  Intermediate  Station  at  the  Time 
of  Change  Sunday  Morning. 

PLATE  A13 


NEW  TiME  TABLE    EFFECTIVE  1201  AM  SUNDAY] 


-SATURDAYS 
13 


ARRIVE 
UOI  AM_> 


OLD 

/ 

WESTWARD 

22CLASS 

13 

DAILY 

A 

u  1000AM 

B 

1205PM 

C 

ZOOPM 

D 

400PM 

E 

\ 

F 

600PM 

• 

630PM 

3 

• 

A  700PM 

QUESTIONS  AND  ANSWERS— PLATE  A  13. 

Q.  Do  the  schedules  correspond  in  the  six  requirements 
on  Sunday? 

A.     No. 

Q.  Do  they  correspond  in  the  six  requirements  any  day 
in  the  week? 

A.    Yes,  every  day  in  the  week  except  Sunday. 

Q.  What  is  the  date  of  No.  13  leaving  A  at  10:00  A.  M. 
Saturday  ? 

A.     No.  13  of  Saturday. 

Q.  If  on  No.  13  of  Saturday  and  at  D  by  12:01  A.  M.  Sun- 
day, how  late  is  No.  13  of  Saturday  under  the  Old  at  12:01  A. 
M.  Sunday? 

A.    Eight  hours  and  one  minute  late. 


Page  228 


Q.  If  No.  13  of  the  Old  is  8  hours  and  1  minute  late  at  D 
at  the  time  New  takes  effect,  not  having  been  fulfilled  beyond 
that  point,  is  there  an  authorized  No.  13  of  Saturday  at  D  at 
the  time  of  change? 

A,    Yes. 

Q.  If  there  is  a  No.  13  of  Saturday  at  D  at  13:01  A.  M. 
Sunday,  and  ready  to  leave  at  12:15  A.  M.,  how  may  it  proceed? 

A.  Proceed  from  D  as  No.  13  of  Saturday  of  the  New 
time-table,  7  hours  and  15  minutes  late. 

Q.     Why  may  we  consider  No.  13  of  Saturday  of  the  New? 

A.  For  the  reason  that  there  is  a  schedule  in  effect  or 
authorized  No.  13  of  Saturday  of  the  Old  at  D  at  time  of 
change  and  No.  13's  schedule  of  Saturday  on  the  New  not  12 
hours  late  at  D  at  12:01  A.  M.  Sunday.  If  there  is  a  train 
authorized  on  the  Old  at  time  of  change,  it  matters  not 
whether  the  corresponding  number  on  the  New,  alike  in  the 
six  requirements,  is  due  or  past  due  to  leave,  so  long  as  it  is 
not  12  hours  late  on  the  New  at  time  of  change. 

Q.  What  time  has  No.  13  of  Saturday  on  the  New  to  make 
II  within  the  12-hour  limit? 

A.    Has  until  8:00  A.  M.  Sunday. 

Q.  If  No.  13  of  Saturday  had  not  left  A  before  12:01  A.  M. 
Sunday,  conld  No.  13  of  Saturday  leave  A  under  the  New  at 
or  after  12:01  A.  M.  Sunday?  If  not,  why? 

A.  No ;  because  No.  13  of  Saturday  of  the  Old  had  been  in 
effect  at  A,  becoming  12  hours  late  before  the  New  took  effect, 
and  there  could  not  be  two  13's  of  Saturday  in  effect  at  A. 

Q.  If  No.  13  of  Saturday  had  not  been  fulfilled  out  of  B 
before  12:01  A.  M.  Sunday,  could  a  No.  13  of  Saturday  run  out 
of  B  on  the  New  at  12:01  A.  M.  Sunday? 

A.  Yes,  as  No.  13's  schedule  of  Saturday  of  the  Old  is  only 
11  hours  and  56  minutes  late  at  B  at  12:01  A.  M.  Sunday,  the 
time  of  change,  therefore  we  have  a  train  authorized  at  12:01 
A.  M.,  and  No.  13  of  Saturday  of  the  New,  11  hours  and  1 
minute  late,  at  12 :01  A.  M.,  could  leave  B  any  time  before  1 :00 
A.  M.  Sunday. 

Q.  If  on  an  opposing  inferior  train  ready  to  leave  H  any 
time  before  8:00  A.  M.  Sunday,  and  No.  13  of  Saturday  not 
registered  could  the  inferior  train  proceed  against  No.  13 
without  orders? 

A.  No,  as  No.  13  of  Saturday  has  until  8:00  A.  M.  Sunday 
to  reach  H. 


Page  229 


SCHEDULES     OF    OLD    AND    1VEW    TIME-TABLES 
CORRESPONDING  EVERT  DAT  OF  THE 

WEEK  EXCEPT  SATURDAT. 

Train  of  Saturday  at  Intermediate  Station  at  Time  of 
Change,  Sunday  Morning. 

PLATE  B13 

| NEW  TIME  TABLE   EFFECTIVE  1201  AM  SUNDAY] 


SATURDAYS 

13 


AT  O  AT 

1Z01  AM 
SUNDAY 


OLD 


WESTWARD 


B 


22  CLASS 


13 


DAILY 


1000AM 


1205PM 


200PM 


400PM 


NEW 


WESTWARD 


B 


0 


2BCLASS 


13 


DAILY  EXCEPT 

5ATURDAY_ 

rHOQAM 


100PM 


300PM 


^OCPM 


Hilit 


700PM 


NO  SATURDAY 


^         TO  ASSUME 
ON  NEW 


Page  230 


QUESTIONS  AND  ANSWERS— PLATE  B  13. 

Q.  What  days  of  the  week  do  these  schedules  correspond 
in  the  six  requirements? 

A.    Every  day  except  Saturday. 

Q.  If  No.  13  of  Saturday  of  the  Old  is  at  D  at  12:01  A.  M. 
Sunday,  how  may  it  proceed  and  why? 

A.  Proceed  only  under  train  order,  as  there  is  no  No.  13 
of  Saturday  on  the  New  to  assume. 

Q.  Could  No.  13  wait  at  D  until  5:00  P.  31.  Sunday  and 
proceed  ? 

A.  No;  a  train  of  one  date  cannot  assume  a  schedule  of 
another  date,  even  though  they  are  the  same  number. 


I 


!M 


•>. 

1 

1  JMAO 

€> 

\  JMAOCS  * 

H 

Page  231 


SCHEDULES    OF     OLD    AND    NEW    TIME-TABLES 

CORRESPONDING. 

Schedule  of  Old  Twelye  Hours  Late  Oyer  Entire  Run 

Before  New  Takes  Effect.    Time  of  New  at 

Initial  Station  Later  Than  Time 

of  Change. 


PLATE  A15 


I  NEW  TIME  TABLE   EFFECTIVE  700  PM  WEDNESDAY! 


OLD 

> 

WESTWARD 

1 

1§J  CLASS 

15 

DAILY 

A 

VEOOAM 

B 

230AM 

C 

300AM 

D 

330AM 

J 

E 

400AN 

\ 

F 

430AM 

) 

G 

500AM 

\ 

H 

A  530AM 

No.  15  of  Wednesday  not  fulfilled  on  the  Old. 


Page  232 


QUESTIONS  AND  ANSWERS— PLATE  A  15. 

Q.     Do  the  schedules   correspond  in  the  six   requirements? 

A.     Yes. 

Q.  If  No.  15's  schedule  is  fulfilled  on  the  Old,  Wednes- 
day, could  No.  15  run  on  the  New,  leaving  A  at  8:00  P.  M. 
Wednesday? 

A.  No.  If  there  has  been  one  No.  15  in  effect  Wednesday, 
there  could  not  be  another. 

Q.  If  No.  15's  schedule  of  the  Old  was  not  fulfilled 
Wednesday,  could  No.  15  run  on  the  New,  leaving  A  at  8:00 
P.  M.  Wednesday? 

A.  No;  No.  15  of  Wednesday  having  been  in  effect  under 
the  Old,  even  though  no  train  ran  on  the  schedule,  it  became 
12  hours  late  over  entire  run,  A  to  H,  1  hour  and  30  minutes 
before  the  New  took  effect.  Having  had  one  No.  15  of 
Wednesday  in  effect,  cannot  have  another. 

Q.  Then  it  is  not  necessary  to  run  a  train  on  a  schedule 
to  have  it  in  effect? 

A.     No. 

Q.     When  does  No.  15  of  the  New  first  exist  out  of  A? 

A.    8:00  P.  M.  Thursday. 

Q.  If  an  opposing  inferior  train  is  ready  to  leave  H  at 
11:30  P.  M.  Wednesday,  4  hours  and  30  minutes  after  the  New 
takes  effect,  and  No.  15  of  Wednesday  does  not  appear  on  the 
register  at  H,  could  it  leave  H  at  11:30  P.  M.? 

A.  Yes;  at  5:3Q  P.  M.  Wednesday  No.  15's  schedule  of 
Wednesday  had  been  in  effect  over  entire  run. 


Page  233 


SCHEDULES  OF  THE  OLD  AND  NEW  TIME-TABLES 

CORRESPONDING. 

Schedule  of  Old  Unfulfilled   at   Time   of    Change  and 

Eleven  Hours  and  Fifty-Five  Minutes  Late 

at  an  Intermediate  Station. 

PLATE  B15 


15  AT 
EAT 


[NEW  TIME  TABLE    EFFECTIVE  700  PM  WEDNESW 

OLD          I 

; 

NEW        1 

WESTWARD!  / 

WESTWARD] 

1§!CLAS5|  1 

in  CLASS] 

15 

15 

DAILY    ( 

DAILY     [ 

A 

L  500AM 

"  800PM     j 

B 

530AM 

B 

830PM     { 

C 

600AM 

C 

900PM 

D 

630AM    J 

D 

330  PH 

E 

705AM   \ 

E 

1000PM 

F 

730AM    J 

F 

nooprt   ) 

G 

800AW  \ 

G 

1115PM  / 

M 

iHHH 

A  830AM]  j 

H 

A1130PM|  ) 

15  LEAVE 
S 


Page  234 


QUESTIONS  AND  ANSWERS— PLATE  B  15. 

Q.     Do  the  schedules  correspond  in  the  six  requirements? 

A.    Yes. 

Q.  If  an  opposing  inferior  train  is  ready  to  leave  H  at 
11:30  P.  M.  Wednesday,  and  No.  15  of  Wednesday  does  not 
appear  on  the  register,  should  it  leave  H  at  11:30  P.  M. 
against  the  figures  as  shown  on  the  New  at  H?  If  not,  why? 

A.  No,  as  No.  15  of  Wednesday  of  the  Old  had  not  been 
in  effect  or  fulfilled  over  entire  run  prior  to  time  New  took 
effect  at  7:00  P.  M.,  the  schedule  of  No.  15  of  the  New  from  E 
to  H  is  in  effect.  No.  15's  schedule  of  the  Old  being  but  11 
hours  and  55  minutes  late  at  E  at  time  of  change  authorizes 
a  train  E  to  H. 

Q.  Would  it  be  possible  to  start  a  No.  15  on  the  New 
Wednesday  from  A,  B,  C  or  D?  If  not,  why? 

A.  No ;  No.  15  had  been  in  effect  at  A,  B,  C  and  D,  having 
become  12  hours  late  under  the  Old  before  the  New  took 
effect  at  7:00  P.  M.  Wednesday. 

Q.  WThen  does  No.  15  of  Wednesday  lose  both  right  and 
schedule  under  the  New  between  E  and  H? 

A.  W^hen  No.  15  of  Wednesday  is  12  hours  late  on  the 
New  Thursday  morning  (11:30  A.  M.). 


H 


Page  235 


SCHEDULES  OF  THE  OLD  AND  NEW  TIME-TABLES 

CORRESPONDING. 

Schedule  Existing  (or  Train  Authorized)  on  Old  Thirty 
Minutes  Before  New  Takes  Effect. 


PLATE  A  17 


INEWTIME  TABLE  EFFECTIVE  mo  AM  SUNDAY) 


OLD          1     | 

WESTWARD!  / 

1SJCLASS|  | 

17       ) 

DAILY!  \ 

A 

L  1100AM 

B 

1201PM 

C 

100PM     1 

D 

200PM    ) 

I 

300PM   i 

F 

400PM    ) 

G 

500PM  \ 

H 

A  600  PM|  j 

NEW 

j 

WESTWARD 

\ 

1LT  CLASS 

17 

' 

DAILY 

L 

A 

L800AM 

? 

B 

900AM     I 

C 

1000AM      \ 

D 

1100AM     / 

E 

1201PM     \ 

F 

100PM    J 

G 

ZOOPM    / 

H 

A  300PM|  ) 

Page  236 


TtS    3TA»T3 


QUESTIONS  ASD  AXSWERS— PLATE  A  17. 

Q.     Do   the   schedules  correspond  in  the  six  requirements? 
A.    Yes. 

Q.  Is  there  a  train  authorized  on  the  Old  at  time  of 
change— 11:30  A.  M.  Sunday? 

A.  Yes;  if  schedule  had  not  been  fulfilled  out  of  A  on 
the  Old  before  11:30  A.  M.,  they  would  have  been  authorized 
at  A  for  30  minutes  and  No.  17  could  leave  A  on  the  New  at 
11:30  A.  M.,  three  hours  and  thirty  minutes  late,  otherwise 
they  were  authorized  between  A  and  B  at  11:30  A.  M.  and  No. 
17  of  Sunday  could  continue  on  their  run  under  the  New  time- 
table, keeping  clear  of  superior  trains. 


Page  237 


SCHEDULES  OF  THE  OLD  AND  NEW  TIME-TABLES 

COEEESPONDING. 

Schedule  of  the  Old  Not  in  Effect  (or  Authorized)  By 

Two  Hours  at  Time  New  Takes  Effect.    Daily 

Schedules  But  No  Schedule  Existing 

on  Day  of  Change. 

PLATE    B17 

[NEW  TIME  TABLE    EFFECTIVE  900  AM  SUNDAY) 


OLD 

/ 

WESTWARD 

( 

1§J  CLASS 

17 

) 

DAILY 

L  1100AM 

B 

1E01PM 

C 

•  100PM 

D 

200PM 

) 

E 

300RM 

f 

F 

400PM 

) 

G 

500PM 

! 

A  600PM 

) 

NEW 

J 

WESTWARD 

I 

1LT  CLASS 

17 

) 

DAILY 

I 

A 

L800AM 

/ 

B 

900AM     i 

C 

1000AM      1 

D 

1100AM     / 

E 

1201PM     | 

F 

j 

G 

ZOOPM    / 

A  300PM|  / 

NO  AUTHORIZED   NO. 17  AT  TIME  OF  CHANGE 
LAST    NO.»170NTHE  OLD,  SATURDAY 
FIRST   UNDER  THE  NEW,  MONDAY 


Page  238 


vrtr 


QUESTIONS  AND  ANSWERS— PLATE  B  17. 

Q.     Do  the  schedules  correspond  in  the  six  requirements? 
A.    Yes. 

Q.  May  we  run  a  No.  17  on  Sunday,  the  day  of  change? 
If  not,  why? 

A.  No,  although  alike  in  the  six  requirements,  there  is 
not  a  train  authorized  on  the  Old  at  time  of  change,  there- 
fore nothing  on  the  Old  to  assume  the  New.  No.  17  on  the 
New  becomes  a  new  schedule  of  the  New  time-table,  and  does 
not  exist  out  of  A  until  8:00  A.  M.  Monday. 

Q.  What  was  the  last  No.  17  authorized  out  of  A  on 
the  Old? 

A.    No.  17  of  Saturday. 

Q.  If  No.  17  was  due  to  leave  A  under  the  Old  at  9:01 
A.  M.,  would  a  No.  17  be  authorized  at  time  of  change? 

A.     No. 


H 


17  Page  239 


SCHEDULES  OF  THE  OLD  AND  NEW  TIME-TABLES 
CORRESPONDING. 

Schedule  Existing  (or  Train  Authorized)  on  the  Old  One 
Minute  Before  the  New  Takes  Effect. 

PLATE  D17 

fNEW  TIME  TABLE   EFFECTIVE   900  AM  SUNDAY] 


OLD     1  ; 

WESTWARD)  / 

1§JCLAS$n 

17 

DAILY 

A 

U  859AM 

B 

925AM 

C 

950AM     / 

D 

1010AM    ) 

E 

1040AM   \ 

F 

1110AM    ) 

G 

1140AM  ( 

H 

A1E10PM|  / 

NEW 

WESTWARD 

1LTCLAS 

17 

DAILY 

I 

A 

L  901AN 

/ 

B 

930AI" 

[ 

C 

945AP 

D 

1015AF 

, 

E 

1045AN 

F 

1115A 

) 

G 

1145AM 

( 

H 

A  1215PM 

/ 

Page  240 


et  A 


os- 


-— 
QUESTIONS  AND  ANSWERS— PLATE  D  17. 

Q.     Do  the  schedules  correspond  in  the  six  requirements? 

A.    Yes. 

Q.  Is  there  a  train  authorized  on  the  Old  at  9:00  A.  M. 
Sunday,  the  time  of  change?  If  so,  how  long  has  it  been 
authorized? 

A.    Yes,  one  minute. 

Q.     Should  No.  17  leave  A  under  the  Old  at  8:59  A.  31.? 

A.    No.    Wait  and  leave  at  9 :01  A.  M.  on  the  New. 

Q.     May  No.  17  leave  A  at  9:01  A.  M.  Sunday? 

A.    Yes. 


•s| 

qO 

sose  * 

H 

£3  
rir»  VWJ    { 

MAOOH 

a 

vm  rest 

3 

1 

Mqoot 

i 

M^OOS 

Q 

( 

M<»0£S  A 

H 

Page  241 


SCHEDULE  OF  THE  OLD  DUE  TO  LEAVE  MONDAY, 

WEDNESDAY   AND   FRIDAY;    ON    THE    NEW, 

TUESDAY,  THURSDAY  AND  SATURDAY. 

New  in  Effect  12:01  A.  M.  Sunday. 

PLATE  A  19 

INEWTIME  TABLE  EFFECTIVE  1201  AMSUNDAY" 


OLD          1     , 

WESTWARD)  / 

ISJCLASSU 

19 

MON. 
WED. 
FR1. 

A 

L  SOOAM! 

B 

855AM 

C 

1000AM     ) 

D 

1100AM    ) 

E 

1201PM   \ 

F 

100PM    ) 

G 

200PM  \ 

H 

A  230PM|  j 

NEW 

] 

WESTWARD 

1LTCLAS 

19 

TUEb. 
THURS. 
SAT. 

\ 

A 

L800AM 

/ 

B 

905AI* 

( 

C 

1020AM 

D 

1120Af 

, 

E 

1E20PIV 

\ 

F 

120P 

} 

G 

220PM 

( 

H 

A  330PW 

) 

Page  242 


a.r 


QUESTIONS  AND  ANSWERS— PLATE  A  19. 

Q.     Do  the  schedules  correspond  in  the  six  requirements? 

A.     No.. 

Q.     In  what  do  they  fail  to  correspond? 

A.  Day  of  leaving.  Every  day  they  exist  on  the  Old  they 
do  not  exist  on  the  New.  Every  day  they  exist  on  the  New 
they  do  not  exist  on  the  Old. 

Q.  What  is  the  last  No.  19  that  exists  on  the  Old  and 
the  first  on  the  New? 

A.  8:00  A.  M.  Friday  on  the  Old  and  8:00  A.  M.  Tuesday 
on  the  New. 


Page  243 


SCHEDULE  OF  THE  OLD  DUE  TO  LEAVE  MONDAY, 

WEDNESDAY   AND   FRIDAY;    ON    THE    NEW, 

TUESDAY,  THURSDAY  AND  SATURDAY. 

New  in  Effect  at  12:01  A.  M.  Saturday. 

PLATE  B  19 

[NEW  TIME  TABLE    EFFECTIVE  1201  AMSATURDAY 


OLD 

j 

WESTWARD 

t 

1§J  CLASS 

\ 

19 

) 

MON. 
WED. 
TRI. 

\ 

A 

L  800AM 

B 

855AM 

C 

1000AM 

D 

1100AM 

/ 

E 

1201  PM 

\ 

F 

100PM 

) 

G 

200PM 

\ 

H 

A  230PM 

NEW        1 

WESTWARD) 

IL'CLASSI 

19 

TUES. 
THURS.     1 
SAT.              ' 

A 

L600AM     , 

B 

005AM     I 

C 

1020AM 

D 

1120AM 

E 

1220PM     j 

F 

120PM    J 

G 

E20PM    f 

H 

A  330PM|  / 

Page  244 


S 


•3AT 

~""]  I        JIJ 

QUESTIONS  AND  ANSWERS— PLATE  B  19. 

Q.     Do  the  schedules  correspond  in  the  six  requirements? 

A.     No. 

Q.     In  what  do  they  fail  to  correspond? 

A.    Day  of  leaving. 

Q.  When  does  the  last  No.  19  exist  out  of  A  on  the  Old 
and  the  first  on  the  New? 

A.  8:00  A.  M.  Friday,  on  the  Old  and  8:00  A.  M.,  Satur- 
day, on  the  New. 

Q.  If  the  New  took  effect  at  12:01  A.  M.,  Friday,  instead 
of  Saturday,  when  would  the  last  No.  19  exist  out  of  A  on 
the  Old  and  the  First  on  the  New? 

A.  8:00  A.  M.  Wednesday  on  the  Old  and  8:00  A.  M.  Sat- 
urday  on  the  New. 


Page  245 


SCHEDULE  OF  THE  OLD  DUE  TO  LEAVE  SATURDAY 
ONLY;  ON  THE  NEW,  SUNDAY  ONLY. 


PLATE   A  21 


[NEW  TIME  TABLE    EFFECTIVE  1201  AM  FRIDAY  | 


OLD 

/ 

WESTWARD 

\ 

1§J  CLASS 

Z1 

SATURDAY 
ONLY 

A 

L  800AM 

B 

855AM 

C 

1000AM 

D 

1100AM 

J 

E 

1201  PN 

\ 

F 

100PM 

) 

G 

200PM 

\ 

H 

A  230PM 

NEW 

J 

WESTWARD 

I 

1LT  CLASS 

/ 

21 

) 

SUNDAY 
ONLY 

^ 

A 

"820AM 

/ 

B 

905AM 

I 

C 

1020AM 

1 

D 

1120AM 

7 

E 

1220PM 

F 

120PM 

J 

G 

220PM 

( 

H 

A  330PM 

I 

Page  246 


QUESTIONS  AND  ANSWERS— PLATE  A  21. 

Q.     Do  the  schedules  correspond  in  the  six  requirements? 
A.    No,  not  the  same  day  of  leaving. 

Q.  When  does  the  last  No.  21  exist  out  of  A  on  the  Old 
and  the  first  on  the  New? 

A.  8:00  A.  M.  on  the  Old  the  last  Saturday  preceding 
Friday,  the  day  of  change;  8:20  A.  M.  on  the  New  the  first 
Sunday  following  Friday,  the  day  of  change. 


IMAOC  ; 
se 


Page  247 


SCHEDULE  OF  THE  OLD  WITH  NO  CORRESPONDING 
SCHEDULE  ON  THE  NEW. 

PLATE  A  25 


OPPOSII 
INFER) 
TRAllv 

NEW  TIME  TABLE   EFFECTIVE  1000AM  SUNDAY! 

OLD          1 

} 

NEW 

J 

WESTWARD!  / 

WESTWARD 

1§JCLA5S|  | 

25        ) 

DAILY    I 

( 

A 

L  700AM 

A 

/ 

B 

730AM 

B 

( 

C 

300AM 

C 

I 

D 

830AM    ; 

D 

1 

E 

900AM   \ 

E 

\ 

F 

930AM    } 

F 

1 

G 

1000AM  \ 

G 

/ 

H 

A  1030AM)  / 

H 

) 

46 
OR 
1 

Page  248 


SA 


QUESTIONS  AND  ANSWERS— PLATE  A  25. 

Q.  As  there  is  no  schedule  on  the  New  corresponding  as 
required,  what  becomes  of  the  schedule  of  No.  25  of  the  Old 
at  10:00  A.  M.  Sunday? 

A.  The  schedule  of  No.  25  of  Sunday  does  not  exist  after 
10:00  A.  M.  If  a  No.  25  is  on  the  road  it  can  only  proceed  as 
authorized  by  train  order,  after  10:00  A.  M. 

Q.  If  an  opposing  train  holds  a  meet  with  No.  25  of  Sun- 
day, how  should  it  be  governed  after  10:00  A.  M.? 

A.  Proceed  on  its  run,  as  there  is  no  No.  25  on  the  New 
to  meet. 


Page  249 


SCHEDULE  OF  OLD  AND  NEW  WITH  DIFFERENT 
ROUTE  (DIRECTION)  C  TO  G. 

PLATE  A  27 

NEW  TIME  TABLE    EFFECTIVE  IEOO  NOON  SUNDAY 


OLD          1 

I 

NEW 

WESTWARD  1   / 

WESTWARD 

i§j  CLASS]  | 

15!  CLASS 

27 

27 

DAILY 

DAILY 

( 

A 

U1000AM 

A 

L|OOOAM 

; 

,„/ 

B 

1040AM 

B 

1040AM 

C 

1120AM 

I 

I 

C 

1120AM]      ] 

D 

1140AM    , 

1       1140AMI/ 
J     1200NOONM 
K     1240PM  |j 

E 

IZOONootJ   \ 

F 

1240PM    , 

G 

120PM  \ 

G 

120PM 

H 

A  200PM]  / 

H 

A  200PM 

SAME   PiVISiON  =  OR  SUB-DIVISION-    j 


Page 


6SA  3TAJ«? 


QUESTIONS  AND  ANSWERS— Plate  A27. 

Q.     Do  the  schedules  correspond  in  the  six  requirements? 

A.    No,  not  the  same  direction   (route). 

Q.     How  long  does  the  schedule  of  No.  27  of  Sunday  exist? 

A.    Until  12  Noon. 

Q.  At  12  Noon  has  there  been  a  No.  27  in  effect  under 
the  Old  whether  a  train  has  used  it  or  not? 

A.    Yes. 

Q.  Does  No.  27  exist  under  the  New  on  Sunday,  the  day 
of  change?  If  not,  why? 

A.  No,  a  No.  27  has  been  in  effect  under  the  Old  and  can 
not  have  another  of  the  same  date  (Sunday). 

Q.     What  is  the  first  time  No.  27  can  exist  under  the  New? 

A.    10 :00  A.  M.,  Monday. 


Page  2=,i 


SCHEDULE  OF  OLD  AND  NEW  WITH  DIFFERENT 
INITIAL  STATION  AND  EOUTE  (DIRECTION). 

PLATE  A  29 

|     SAME   DIVISION     OR  SUB-DIVISION      | 
[NEW  TIME  TABLE   EFFECTIVE  1000AM  SUNDAY) 


X 

o 


UJ 

z 


z 

E 


OLD 

/ 

WESTWARD 

J 

IS  CLASS 

29 

DAILY 

A 

L  810AM 

B 

825AM 

C 

840AM 

D 

855AM 

J 

E 

915AM 

\ 

F 

935AM 

) 

G 

955AM 

\ 

H 

^OZOAM 

NEW 

D 

WESTWARD 

1 

ILT  CLASS 

29 

J 

DAILY 

~u 

,  1  3           t*k 

1        1005AM 
J      1015AM 
K      1025AM 

m 

JS      H 

D 

1035AM 

M—  < 

—  /UJ           *~ 

E 

1055AM 

Z       « 

F 

1115AM 

J-J1 
_/_  g 

G 

1135AM 

rip 

H 

A  11  50AM 

r« 

Page  252 


QUESTIONS  AND  ANSWERS— PLATE  A  29. 

Q.     Do  the  schedules  correspond  in  the  six  requirements? 

A.  No,  neither  the  same  initial  station  nor  direction 
(route). 

Q.     How  long  does  the  schedule  of  No.  29  of  Sunday  exist? 

A.    Until  10 :00  A.  M. 

Q.  At  10:00  A.  M.  has  there  been  a  No.  29  in  effect  under 
the  Old,  whether  a  train  has  used  it  or  not? 

A.    Yes. 

Q.  What  is  the  first  time  No.  29  can  exist  under  the  New 
and  why? 

A.  At  I  at  10:05  A.  M.  Monday,  as  there  has  been  one  No. 
29  in  effect  Sunday  under  the  Old. 

Q.  If  the  schedule  has  not  been  fulfilled  on  the  Old  be- 
tween D  and  H  prior  to  10:00  A.  M.  Sunday  why  cannot  that 
portion  of  the  New  be  used  Sunday? 

A.  As  there  has  been  one  in  effect  Sunday  under  the  Old, 
the  rule  does  not  permit  of  another  of  the  same  number. 


Page  253 


A  TIME  TABLE  WITH  TWO  SUBDIVISIONS. 

A  Schedule  on  New  Time-Table  with  None  Corresponding 

on  the  Old,  Due  to  Leaye  Initial  Station  on  Subdivision 

No.  2  Before  Due  to  Leave  Initial  Station  on 

Subdivision  No.  1. 


PLATE  ASS 

DIVISION    A  | 

TIMETABLE    EFFECTIVE    1201  AM    SUNDAY   I 

Sub-  Div.  No.  1.| 

WESTWARD 

~? 

151  CLASS 

7 

\ 

55 

D-H-ILY 

} 

A 

L1000  PM 

( 

B 

1050PM 

C 

1130PM 

D 

1215AM 

g 

100AM 

F 

145AM 

8 

220AM 

H 

A310AM 

Scib-Div.  No.2  1 

WESTWARD 

1§J  CLASS 

55 

r>jtiijY 

) 

H 

L  315AM 

\ 

1 

400AM 

) 

J 

445AM 

( 

K 

530AM 

) 

L. 

620AM 

( 

M 

700AM 

) 

N 

730AM 

( 

O 

*  800AM 

) 

NO    NUMBER    55    ON  THE    OLD 


Page  254 


QUESTIONS  AND  ANSWERS— PLATE  A  55. 

Q.     On  this  time-table  how  many   sub  visions  are  there? 

A.     Two. 

Q.  Is  it  understood  that  there  is  no  No.  55  on  the  Old 
corresponding:  in  the  six  requirements? 

A.    Yes. 

Q.  Time-table  effective  12:01  A.  M.  Sunday;  when  does 
No.  55  exist  at  A  for  the  first  time? 

A.    10:00  P.  M.  Sunday,  the  day  of  change. 

Q.  When  is  No.  55  first  due  to  leave  H  on  subdivision 
No.  2? 

A.    At  3 :15  A.  M.  Sunday,  the  day  of  change. 

Q.  Why  does  No.  55  exist  out  of  H  at  3:15  A.  M.  Sunday, 
18  hours  and  45  minutes  before  they  exist  out  of  A? 

A.  Subdivision  No.  2  must  be  considered  a  separate  rail- 
road from  subdivision  No.  1,  so  far  as  the  movement  of  trains 
is  concerned,  and  No.  55  may  leave  its  initial  station  H  on 
subdivision  No.  2  at  its  first  leaving  time  after  the  New  time- 
table takes  effect. 

Q.  If  there  were  no  subdivisions,  or  if  it  was  one  sub- 
division from  A  to  O  instead  of  two  would  it  be  one  schedule 
A  to  O  and  what  would  be  the  initial  and  terminal  stations? 

A.    Yes,  A  the  initial  and  O  the  terminal  station. 

Q.  In  this  case  when  would  No.  55  exist  out  of  A  for  the 
first  time? 

A.    10:00  P.  M.  Sunday,  the  day  of  change. 

Q.     When  would  it  exist  out  of  H  for  the  first  time? 

A.  3:15  A.  M.  Monday,  five  minutes  after  it  is  due  to  ar- 
rive as  H  is  then  an  intermediate  station. 

RULES  5  TO  16  INCLUSIVE. 

Q.  When  one  time  is  given  for  a  train  at  a  station,  is  it 
the  arriving  or  leaving-  time? 

A.    The  leaving  time  unless  indicated  as  the  arriving  time. 

Q.     When  two  times  are  given  at  a  station,  what  are  they? 

A.    The  earlier  is  the  arriving,  the  later  the  leaving. 

Q.     Where  does  time  apply  unless  otherwise  indicated? 

A.    At  switch  at  which  an  inferior  train  enters  siding. 

Q.     Where  there  is  no  siding,  where  does  it  apply? 

A.    The  place  where  fixed  signals  are  operated. 

Q.  Where  there  is  neither  siding  nor  fixed  signal,  where 
does  it  apply? 

A.    At  the  place  where  traffic  is  received  or  discharged. 

Q.  How  are  schedule  meeting  and  passing  stations 
indicated? 

A.    By  full-faced  type. 

Q.  When  both  arriving  and  leaving  times  are  full-faced, 
what  does  it  indicate? 

A.  Both  are  meeting  or  passing  times,  or  that  one  or 
more  trains  are  to  meet  or  pass  between  the  times. 

Q.     When  one  or  more  trains  are  to  meet  or  pass  between 

18  Page  255 


two  times,  or  more  than  one  train  to  meet  a  train  at  any 
station,  how  is  attention  called  to  it? 

A.  Some  Railroads  use  the  dash  under  the  time,  others 
place  the  numbers  of  trains  to  be  met  or  passed  in  small  fig- 
ures above  and  to  one  side  of  the  time. 

Q.  When  trains  are  to  meet  or  pass  at  a  siding  extending 
between  two  adjoining  stations  how  should  it  be  indicated? 

/A.    By   showing   the   time   at   each   end   of  the   siding   in 
full-faced  type. 
Q.     When    the    train    to    be    passed    reaches    the    full-faced 
passing  point  between  trains  of  the  same  class,  may  it  proceed 
on  its  own  schedule? 

A.    Yes. 

Q.  If  train  that  is  to  pass  is  on  its  schedule  time,  would 
it  be  good  judgment  to  do  so? 

A.    No,  let  it  by. 

Q.     Which  train  should  take  the  siding? 

A.  The  leading  train  unless  the  conditions  are  such  that 
it  would  save  delay  to  do  otherwise. 

Q.  How  should  following  train  approach  the  schedule 
passing  point? 

A.  Under  control,  prepared  to  find  leading  train  on  the 
main  track. 

Q.  If  train  to  be  passed  holds  the  main  track,  should  it 
protect  itself? 

A.    Yes. 

Q.  What  does  "s"  placed  opposite  the  schedule  time  at 
a  station  indicate? 

A.    Regular  stop. 

Q.  W7hat  does  "f"  placed  opposite  the  schedule  time  at 
a  station  indicate? 

A.  Stop  on  signal  to  receive  or  discharge  passengers  or 
freight. 

Q.  If  there  is  a  conditional  flag  stop  under  Special  Rules 
in  time-table,  or  bulletin  or  other  instructions  what  signal 
should  be  used? 

A.    A  red  signal. 

Q.  If  a  green  and  white  signal  is  displayed  and  a  train 
approaches  whose  schedule  is  not  indicated  by  letter  "f",  how 
should  it  be  governed? 

A.    The  same  as  if  the  signal  was  not  displayed. 

Q.  Must  employees  whose  duties  require  them  to  give  sig- 
nals provide  themselves  with  the  necessary  appliances  and  keep 
them  in  good  order  ready  for  use? 

A.     Yes. 

Q.     When   must   day   signals   be  displayed? 

A.    From  sunrise  to  sunset. 

Q.  When  should  night  signals  be  displayed  during  the 
day? 

A.  When  from  weather  or  other  conditions  day  signals 
can  not  be  plainly  seen. 

Q.     When  must   night   signals   be  displayed? 

Page  256 


A.    From  sunset  to  sunrise. 

Q.  If  a  fusee  is  found  burning  on  or  near  the  track,  how 
should  train  be  governed? 

A.  Stop,  extinguish  the  fusee  and  then  proceed  cautiously, 
looking  out  for  a  train  ahead  or  track  obstruction. 

Note:    Old  Standard  Rules  require  train  to  wait  until 
fusee  has  burned  out. 

Q.     State  the  meaning  of  various  color  signals. 

A.     (See  Rule  10). 

Q.     Give  hand,  flag  and  lamp  signals  and  their  indications. 

A.     (See  Rule  12). 

Q.  What  does  one  long  and  two  short  sounds  of  engine 
whistle  indicate? 

A.    A  section  of  the  same  schedule  following. 

Q.     To    what    engines    and    trains    should    this    signal    be 
•/•  given? 

A.  To  yard  engines,  extra  trains,  or  trains  of  the  same 
or  inferior  class  or  inferior  right. 

Q.  When  should  a  train  made  inferior  by  train  order  give 
signal  one  long  and  two  short  to  a  train  made  superior  by 
the  same  order? 

A.  When  inferior  train  under  right  order  (Form  C) 
makes  a  station  within  the  limits  of  the  order  displaying  green 
signals. 

Q.     If    an    Inferior    train    under    the   time-table   displaying 

green    signals    meets    or    passes    a    superior   train    under    train 
order,  should  it  whistle  signals? 

A.    Yes,  unless  sections  are  specified. 

Q.     If  trains  of  the  same  class  meet  or  pass  on  single  track, 
both  displaying  signals  how  should  they  be  governed? 

A.  Both  trains  should  give  the  signal  and  receive  the 
answer. 

Q.  How  should  the  signal  one  long  and  two  short  be 
answered. 

A.    By  two  short  sounds. 

Q.  If  train  met  or  passed  fails  to  answer  the  signal,  how 
should  train  giving  signal  be  governed? 

A.  Stop  immediately  and  inform  them  of  the  display  of 
green  signals,  if  possible,  and  report  failure  to  the  Dispatcher. 

Q.  If  there  is  a  short  section  of  double  track  at  the  end  of 
a  run,  for  example,  double  track  extending  just  out  of  a  ter- 
minal yard  and  no  register  maintained  at  end  of  double  track, 
should  trains  after  passing  from  single  to  double  track  give 
the  signal  one  long  and  two  short  to  opposing  trains  on 
opposite  track  when  displaying  green  signals? 

A.    Yes. 

Q.  On  double  track  when  one  train  runs  around  another, 
both  displaying  signals,  should  both  give  signal  one  long  and 
two  short? 

A.     No,  only  the  one  passing,    A.  R.  A.  Ruling,  Oct  17,  1910. 

Q.     State  the  meaning  of  all  other  engine  whistle  signals. 

A.     (See  Rule  14). 

Page  257 


Q.  Is  it  necessary  to  answer  a  proceed  signal  to  leave  a 
station  by  two  short  blasts  of  the  steam  whistle? 

A.    No,  compliance  with  the  signal  answers  it. 

Q.     What  is  the  meaning:  of  the  explosion  of  two  torpedoes? 

A.  Reduce  speed  and  look  out  for  a  train  ahead  or 
obstruction. 

Q.     What  does  the  explosion   of  one  torpedo  indicate? 

A.    The  same  as  two,  but  the  use  of  two  is  required. 

Note:  If  working  under  the  old  rule  where  explosion  of 
one  torpedo  means  STOP,  comply  with  it. 

Q.  When  running,  what  does  three  short  sounds  of  com- 
municating signal  mean? 

A.    Stop  at  next  passenger  station. 

Q.     When  running  what   does   one  long  sound   indicate? 

A.    Look  back  for  hand  signals. 

Q.     State  the  meaning  of  all  other  communicating  signals. 

A.    (See  Rule  16). 

TRAIN  SIGNALS. 
Rules  17  to  26  Inclusive. 

Q.     When   should  headlight  be  displayed? 

A.  From  sunset  to  sunrise  and  before  and  after  if  weather 
or  other  conditions  make  it  necessary. 

Q.     When  should  the  headlight  be  concealed? 

A.  When  a  train  turns  out  to  meet  another  and  has 
stopped  clear  of  main  track,  or  is  standing  to  meet  trains  at 
the  end  of  double  track  or  junction. 

Q.  If  standing  at  end  of  double  track  to  meet  a  train, 
and  the  normal  line  up  is  for  the  train  to  head  out  to  single 
track,  would  it  be  good  Judgment  to  conceal  headlight  before 
switch  is  lined  up  for  opposing  train  to  enter  opposite  track? 

A.    No. 

Q.  Must  engineman  assume  the  rear  of  his  train  is  clear 
when  he  receives  a  stop  signal? 

A.  No,  engineman  must  positively  know  that  train  is 
clear;  if  in  doubt,  leave  headlight  displayed. 

Q.  If  meeting  a  train  that  takes  siding  and  the  head- 
light is  displayed,  how  would  you  be  governed? 

A.  Stop  and  ascertain  cause,  then  proceed  prepared  to 
stop  before  reaching  point  where  track  may  be  obstructed. 

Q.  If  inferior  train  should  hold  main  track  to  head 
superior  train  in  on  the  siding,  even  though  the  switch  is 
lined  up  for  siding,  should  headlight  be  concealed? 

A..  No,  not  until  opposing  train  has  stopped  or  reduced 
speed,  and  understands  the  situation  thoroughly,  then  it  may 
be  concealed  to  avoid  a  high  candle  power  light  obscuring 
view  of  opposing  train  entering  siding. 

Q.  While  running  on  double  track  should  headlight  be 
concealed  when  passing  a  train  in  opposite  direction? 

A.  No.  However,  if  equipped  for  screening  the  light  it 
should  be  screened,  especially  in  yards  and  near  large  pas- 
senger stations. 

Page  258 


Q.  Should  headlight  be  displayed  in  long  tunnels  and 
snow  sheds? 

A.    Yes.     (If  required  by  local  rules). 

Q.  When  an  engine  is  running  backward  at  night  what 
signal  should  be  displayed  on  rear  of  tender? 

A.    A  white  light. 

Q.     What  signals  should  yard  engines  display  at  night? 

A.  A  headlight  to  the  front  and  rear  and,  if  no  headlight 
at  the  rear,  display  a  white  light.  Yard  engines  should  not 
display  markers. 

Q.  Should  headlight  be  displayed  by  helping  engines 
when  clear  of  the  main  track  waiting  to  help  trains? 

A.     No. 

Q.  If  it  is  considered  not  necessary  to  conceal  headlight 
as  required  by  Rule  17  may  the  provision  be  omitted? 

A.    Yes,  if  authorized  by  proper  authority. 

Q.  What  signals  must  be  displayed  as  markers  when 
occupying  main  track?  (Single  and  double  track). 

A.  By  day  two  green  (or  yellow)  flags  or  marker  lamps 
(not  lighted)  one  on  each  side  of  rear  of  train.  By  night 
green  (or  yellow)  lights  to  the  front  and  side  and  red  light 
to  rear,  one  on  each  side. 

Q.  What  signals  must  be  displayed  as  markers  at  night 
when  clear  of  the  main  track  to  meet  a  train? 

A.    Green  (or  yellow)   lights  to  the  front,  side  and  rear. 

Q.  Should  markers  be  displayed  in  the  same  manner 
when  in  long  tunnels  and  snow  sheds? 

A.    Yes. 

Q.  When  a  diverging  route  parallels  a  main  route  at  a 
junction,  should  markers  of  train  on  diverging  route  display 
green  to  rear  to  avoid  delay  to  a  train  approaching  them  on 
the  main  route? 

A.    No,  no  more  than  if  train  was  on  a  foreign  line. 

Note:  If  conditions  require  it,  train  on  diverging 
route  could  be  authorized  to  display  green  next 
to  the  main  route,  leaving  outside  marker  red. 

Q.  May  the  display  of  markers  on  passenger  trains  by 
day  be  discontinued? 

A.    Yes,  if  so  authorized  by  proper  authority. 

Q.     What  signals  must  be  displayed  by  sections? 

A.  All  sections  except  the  last  must  display  two  green 
flags  in  place  provided  on  the  engine  by  day  and,  in  addition, 
two  green  lights  by  night. 

Q.     What  signals  must  be  displayed  by  extra  trains? 

A.  Two  white  flags  by  day  in  place  provided  on  engine 
and,  in  addition,  two  white  lights  at  night. 

Q.  When  two  or  more  engines  are  coupled,  (See  Rules  20 
and  21)  how  should  signals  be  displayed? 

A.  All  engines  coupled  on  the  head  end  must  display  the 
signals. 

Q.  If  a  helping  engine  is  coupled  in  middle  or  on  rear 
of  train,  should  it  duplicate  the  signals  of  the  train  engine? 

A.     No. 

Page  259 


Q.  If  one  flag  or  light  is  displayed  where  in  Rules  19,  20 
and  21  two  are  required,  will  it  indicate  the  same  as  two? 

A.    Yes,  but  the  proper  display  of  signals  is  necessary. 

Q.  At  night  when  cars  are  pushed  by  an  engine  (except 
when  shifting  or  making  up  trains  in  yards)  what  light  must 
be  displayed,  and  where? 

A.  A  white  light  must  be  displayed  on  the  front  of  the 
leading  car. 

Q.  Must  each  car  of  a  passenger  train  be  connected  with 
engine  by  a  communicating  signal  appliance? 

A.     Yes. 

Q.  What  does  a  blue  signal  displayed  at  one  or  both 
ends  of  an  engine,  car  or  train  indicate? 

A.  That  workmen  are  under  or  about  the  engine,  car  or 
train,  and  it  must  not  be  coupled  to  or  moved. 

Q.  When  a  blue  signal  is  displayed  on  an  engine,  car  or 
train,  who  is  authorized  to  remove  it? 

A.    The  same  workmen  who  placed  it  there. 

Q.  If  given  a  signal  by  workmen  to  remove  the  signal  or 
to  couple  on,  should  it  be  done? 

A.    No,  the  signal  must  first  be  removed  by  the  workmen, 

Q.  Should  other  cars  be  placed  on  the  same  track  so  as  to 
intercept  the  view  of  the  blue  signal  without  first  notifying  the 
workmen? 

A.     No. 

Q.  Should  workmen  ice,  water  or  inspect  cars  of  a  train 
without  first  protecting  at  both  ends  with  a  blue  signal? 

A.     No. 

USE  OF  SIGNALS. 
Rules  27  to  37  Inclusive. 

Q.  How  must  a  signal  imperfectly  displayed  or  the 
absence  of  signal  at  a  place  where  one  is  usually  shown  be 
regarded  ? 

A.  As  the  most  restrictive  indication  that  can  be  given 
by  that  signal.  The  fact  must  be  reported  to  the  proper  official. 

Q.  If  a  switch  light  is  imperfectly  displayed,  or  absent, 
how  should  conductor  and  engineman  be  governed? 

A.  Correct  or  replace  the  light  if  possible,  and  report  to 
the  proper  official. 

Q.  What  does  a  combination  green  and  white  signal 
indicate? 

A.  The  train  running  on  schedule  designated  by  the  letter 
"f"  at  station  where  signal  is  displayed  must  stop  to  take  on 
passengers  or  freight. 

Q.  How  should  a  train  not  designated  by  its  schedule  to 
stop  on  flag  be  governed  if  it  finds  a  green  and  white  signal 
displayed  ? 

A.    The  same  as  if  it  was  not  there. 

Q.  If  a  green  and  white  signal  is  swung  across  the  track, 
how  should  all  trains  be  governed? 

A.    Stop. 


Page  260 


Q.  If  hand  or  any  object  is  waved  across  the  track  how 
should  train  be  governed? 

A.    Stop  and  ascertain  the  cause. 

Q.  Where  should  the  green  and  white  signal  be  placed  at 
station? 

A.  On  single  track  it  should  be  placed  on  the  office  side 
unless  it  can  not  be  plainly  seen,  then  it  may  be  placed  on 
the  opposite  side  of  track.  On  double  track  it  should  be 
placed  outside  of  the  track  to  which  it  is  to  apply.  On  more 
than  two  tracks  it  should  be  placed  to  the  right  of  track 
governed. 

Q.  If  special  rules  permit  a  train  to  be  flagged  for  pas- 
sengers for  certain  specified  points,  and  the  letter  "f"  does  not 
appear  opposite  the  time  at  the  station  in  the  schedule,  what 
signal  should  be  used? 

A.  A  red  signal.  If  there  is  a  train  order  signal  it  may 
be  used  and  train  given  a  clearance  if  one  is  required.  If  a 
red  flag  or  lamp  is  used  where  there  is  a  train  order  signal, 
which  has  been  properly  cleared,  operator  should  explain  fully 
to  train  and  engine  men  that  it  is  a  flag  for  passengers. 

'Q.  When  a  signal  (except  a  fixed  signal)  is  given  to  stop 
a  train,  how  must  it  be  recognized? 

A.  By  two  short  sounds  of  the  whistle,  unless  otherwise 
provided. 

Q.     When  must  the  engine  bell  be  rung? 

A.  When  train  is  about  to  move,  while  approaching  and 
passing  public  crossings  at  grade,  and  through  tunnels  and 
snow  sheds  or  other  obscure  places. 

Q.  Where  must  the  whistle  be  sounded  and  is  its  unneces- 
sary use  prohibited? 

A.  Whistle  must  be  sounded  at  all  places  where  required 
by  rule  or  law.  The  unnecessary  use  of  whistle  is  prohibited, 
private  whistles  conveying  personal  information  or  to  attract 
personal  attention  is  prohibited. 

Q.     What  signals  are  crossing  watchmen  required  to  use? 

A.  Stop  signals  to  stop  a  train  and  the  signal  designated 
by  the  rules  or  by  law  to  stop  highway  traffic. 

Q.  Mast  trains  be  fully  protected  against  any  obstruc- 
tion which  interferes  with  their  safe  passage  at  normal  speed? 

A.    Yes. 

Q.  When  track  is  in  a  condition  requiring  reduced  speed, 
what  is  necessary? 

A.  It  must  be  protected  by  a  flagman  until  such  time  as 
proper  notice  can  be  given  to  approaching  trains  and,  in  ad- 
dition, as  soon  as  practicable  a  caution  signal  displayed  a  suf- 
ficient distance  in  each  direction. 

Q.  When  caution  signals  are  so  placed,  how  far  do  they 
govern? 

A.    Until  a  proceed  signal  (green  flag  or  light)  is  reached. 

Page  261 


Q.  If  two  caution  signals  are  passed  before  a  proceed  sig- 
nal is  reached,  how  should  trains  be  governed? 

A.  Continue  at  reduced  speed  until  the  second  proceed 
signal  is  passed. 

Q.  Should  track  and  bridge  men  avoid  lapping  their  sig- 
nal protection? 

A.  Yes.  If  trackmen  are  to  protect  a  piece  of  track  and 
bridgemen  a  bridge  in  the  same  vicinity,  they  should  confer 
and  use  the  same  signals.  Signals  should  not  then  be  removed 
by  one  without  first  conferring  with  the  other. 

Q.  What  whistle  signal  must  enginemen  give  at  least  one 
mile  before  reaching  a  schedule  meeting  point  with  a  train  of 
the  same  or  superior  class,  or  a  train  order  meeting  point  with 
any  train? 

A.    Two  long  and  one  short  sounds. 

Q.  In  approaching  a  meeting  point  with  a  superior  train 
at  any  station  should  the  signal  two  long  and  one  short 
sounds  of  whistle  be  given  at  least  one  mile  before  reaching 
the  meeting  point? 

A.     Yes. 

Q.  On  trains  equipped  with  communicating  signals  if  re- 
quired by  local  rules  what  signal  must  conductor  give  the 
engineman  at  least  one  mile  before  reaching  meeting  point 
with  a  superior  train,  either  under  time-table  or  train  order? 

A.  Two  long  and  one  short  sounds  of  communicating 
signal. 

Q.  Should  an  engineman  fail  to  give  two  long  and  one 
short  sounds  of  whistle  approaching  meeting  point,  what  must 
be  done? 

A.     Stop  the  train  immediately. 

Note:    On  some  railroads  one  sound  of  air  whistle  has 
same  meaning  as  two  long  and  one  short,  when 
given  by  conductor. 
Q.     What  signals  must  flagmen  use? 

A.  By  day,  a  red  flag  and  torpedoes.  By  night,  a  red 
light,  a  white  light,  torpedoes  and  fusees. 

Q.     Must    enginemen   and    firemen    when    practicable,    com- 
municate with  each  other  by  name  the  indication  of  all  signals 
affecting  the  movement  of  their  trains? 
A.     Yes. 

SUPERIORITY  OF  TRAINS. 

Rules  71  to  73  Inclusive 

Q.     How  may  a  train  be  made  superior  to  another? 
A.     By  right,  class  or  direction. 

Q.  How  is  superiority  by  direction  conferred,  to  what 
kind  of  track  and  between  what  trains  does  it  apply? 

A.  Superiority  is  conferred  by  the  time-table  and  also  by 
the  direction  specified  therein.  It  applies  to  single  track  only, 
and  between  opposing  trains  of  the  same  class. 

Q.  In  what  direction  are  trains  superior  by  direction  as 
between  opposing  trains  of  the  same  class? 

A.     (Consult  time-table  before  replying). 

Page  262 


Q.     How   is   superiority  by  class   conferred? 

A.  By  time-table.  First  class  is  superior  to  second, 
second  to  third,  and  so  on. 

Q.     How  is  superiority  by  right  conferred? 

A.    By  train  order. 

Q.     Is  right  superior  to  class  and  direction,  and  why? 

A.  Yes,  because  a  train  order  supersedes  a  time-table 
movement  insofar  as  they  conflict. 

Q.     Are  extra  trains  inferior  to  regular  trains? 

A.    Yes. 

Q.  Are  extras  required  to  consider  opposing  extras  unless 
so  notified  by  train  order? 

A.     No. 

Q.  Are  work  extras  required  to  consider  extra  trains  un- 
less notified  not  to  do  so,  and  how? 

A.  Yes,  unless  authorized  by  train  order  to  the  contrary 
work  extras  must  protect  in  both  directions  while  occupying 
the  main  track  against  any  extra  train  that  may  run. 

„    ODD  NUMBERS  WESTWARD  AND 

SUPERIOR  BY  DIRECTION  ~W 
ABODE  F  GH 
O O O O O O O O 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

Q.  Under  the  above  diagram  is  No.  5  superior  to  No.  4 
and  how? 

A.    Yes,  by  direction. 

Q.     Is  No.  2  superior  to  No.  25,  and  how? 

A.    Yes,  by  class. 

Q.     Is  No.  45  superior  to  No.  20? 

A.     No,  No.  45  is  inferior  to  No.  20  by  class. 

Q.  Are  all  schedules  between  Nos.  1  and  10,  inclusive, 
superior  to  all  other  schedules  and  how? 

A.    Yes,  superior  by  class. 

Q.  Are  all  schedules  between  Nos.  20  and  30,  inclusive, 
superior  to  all  schedules  between  Nos.  40  and  50,  inclusive, 
and  how? 

A.    Yes,  by  class. 

Q.  If  No.  20  is  given  right  over  No.  7  A  to  D,  would  No. 
20  be  superior  to  No.  7,  and  how? 

A.    Yes,  by  right  A  to  D. 

Q.  Would  No.  7  be  superior  to  No.  20  from  H  to  D,  and 
how? 

A.    Yes,  by  class. 

Q.  If  No.  20  held  right  over  No.  7  A  to  D,  what  effect 
would  it  have  on  No.  7's  superiority  by  class  as  against 
No.  20? 

A.  It  suspends  No.  7's  superiority  by  class  until  the  right 
order  is  superseded  or  annulled. 

Page  263 


MOVEMENT  OF  TRAINS. 

Rules  82  to  106  Inclusive. 

Q.  After  a  schedule  is  once  fulfilled,  may  it  be  fulfilled 
again? 

A.     No. 

Q.  How  long  are  time-table  schedules  in  effect  unless 
fulfilled? 

A.    For  12  hours  after  their  time  at  each  station. 

Q.  If  a  schedule  has  two  times  at  a  station,  how  long  is 
it  in  effect  at  that  station? 

A.  It  is  in  effect  for  train  to  arrive  until  12  hours  after 
its  arriving  time,  and  for  train  to  leave  until  12  hours  after 
its  leaving  time.  The  schedule  exists  until  12  hours  late  on 
the  leaving  time. 

Q.  If  a  train  running  on  the  schedule  arrives  later  than 
the  12  hour  limit  on  the  arriving  time  under  flag,  may  it  leave 
if  it  can  get  out  within  the  12  hour  limit  on  its  leaving  time? 

A.    No,  not  unless  authorized  by  train  order. 

Q.  May  any  engine  be  authorized  by  train  order  to  run  on 
the  schedule  within  the  12  hour  limit  applied  to  the  leaving 
time? 

A.    Yes,  the  schedule  exists  and  can  be  used. 

Q.  If  dead  time  is  shown  and  train  arrives  more  than  12 
hours  late  on  its  arriving  time  under  flag,  and  is  authorized 
by  train  order  to  run  on  the  same  schedule  leaving  within  the 
limit  of  the  leaving  time,  are  all  orders  it  may  have  received 
before,  and  in  effect  at  the  time  it  became  more  than  12  hours 
late  on  its  arriving  time,  in  effect? 

A.  No,  it  must  be  given  all  orders  effecting  the  sched- 
ule when  again  authorized  to  use  the  schedule,  except  annul- 
ments of  schedules  and  track  orders  which  may  be  used. 

Q.  If  a  train  arrives  exactly  12  hours  late  on  its  arriving 
time,  does  it  lose  both  right  and  schedule? 

A.  No,  it  must  be  more  than  12  hours  late  arriving  before 
it  loses  its  right  and  schedule. 

Q.  Is  a  train  permitted  to  leave  under  the  following  con- 
ditions, until  all  trains  due,  which  are  superior  by  either  right, 
class  or  direction,  have  arrived  and  left,  unless  authorized  to 
do  so  by  train  order? 

Leave    initial    station     on    any    Division    or    Sub- 
division?     (Includes  extras  and   work  extras). 
Leave  a  junction? 

Leave  a  station  where  a  superior  train  originates 
or  terminates? 

Leave    any    station    where    it    may    have    lost    rec- 
ord of  trains,  or  pass  from  double  to  single  track? 

A.     No. 

Q.     How  are  train  registers  designated  on  the  time-table? 

A.     (Consult  your  Book  of  Rules). 

Q.  AVhere  are  registers  located  on  your  Division  or 
Subdivision? 

A.     (Name  locations). 
Page  264 


r  by  •-") 
.  M.  / 
sig- 


„    ODD  NUMBERS  WESTWARD  AND ... 

SUPERIOR  BY  DIRECTION 
ABODE  FGH 

o o o o o o o o 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

Q.  If  there  is  a  rule  permitting:  No.  2  to  register  by 
ticket  at  D  (assuming  it  is  a  register  station)  and  No.  2  meets 
No.  1  at  C  without  signals,  would  it  be  necessary  for  No.  2 
to  check  register  at  D  against  No.  1? 

A.  No,  if  No.  1  took  down  signals  at  D  the  operator  at  D 
must  stop  No.  2  and  notify  it.  The  conductor  of  No.  1  should 
also  notify  No.  2  when  they  meet  them. 

Q.  If  there  is  a  rule  permitting  No.  2  to  register  by  ticket 
at  D  and  No.  3,  an  opposing  superior  schedule  terminates  at 
D  and  is  due  and  not  more  than  12  hours  late  at  D,  would  it  be 
necessary  for  No.  2  to  check  register  at  D  against  No.  3? 

A.     Yes. 

Q.  If  a  superior  train  of  the  same  direction  originates  at 
D  and  is  due  or  overdue  (not  exceeding  12  hours)  would  it 
also  be  necessary  to  check  against  it? 

A.    Yes. 

Q.     If  an  order  is  received  authorizing  No.  2  to  register 
ticket  and  stating  that  regular  trains  due  D  before  1:30  P 
have  arrived  and  left,  and  No.  2  meets  No.  5  at  C  without 
iials,  should  No.  2  check  against  No.  5  at  D  if  No.  5  is  due  there 
at  or  after  1:30  P.  M.? 

A.    Yes. 

Q.     May  a  train  start  without  proper  signal  being  given? 

A.     No. 

Q.     Who  is  authorized  to  give  signal  to  start? 

A.    Conductor. 

Q.    Are  brakemen   permitted   to   give  the   starting  signal? 

A.  No,  only  when  necessary  to  relay  signal  to  the  engine- 
man  when  he  can  not  see  conductor's  signal. 

Note:  Brakeman  at  rear  of  train  may  give  conductor 
signal  indicating  that  all  is  right. 

Q.  When  a  train  of  one  schedule  Is  on  the  time  of  another 
schedule  of  the  same  class  in  the  same  direction,  how  may  it 
proceed  ? 

A.    Proceed  on  its  own  schedule. 

Q.  May  trains  of  one  schedule  pass  trains  of  another 
schedule  of  the  same  class  without  orders? 

A.    Yes. 

Q.  May  extra  trains  pass  and  run  ahead  of  extra  trains 
without  orders? 

A.     Yes. 

Note:  Where  the  Standard  Rules  require  a  five  min- 
ute clearance  running  ahead  of  a  superior  train 
it  should  be  considered  ten  in  these  answers 
if  your  local  rules  require  it. 


Page  265 


_  ^    ODD  NUMBERS  WESTWARD  AND       ... 

SUPERIOR  BY  DIRECTION                  ~W 
A  B  C  D  E  F  G H 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

Q.  Under  above  example  how  much  must  No.  25,  No.  47 
or  an  extra  west  clear  No.  1's  schedule  at  D? 

A.  Must  be  into  clear  and  switch  lined  up  for  main  track 
by  the  time  No.  1  is  due  out  of  E  unless  No.  1's  time  from 
E  to  D  is  less  than  five  minutes,  then  a  five  minute  clearance 
should  be  made. 

Q.     How  much  must  No.  48  or  an  extra  east  clear  No.  20? 

A.    Five  minutes. 

Q.  How  much  must  Nos.  25  and  47  or  an  extra  west  clear 
No.  2? 

A.-  Be  clear  of  main  track  at  least  five  minutes  before  No. 
2  is  due  to  leave. 

Q.     How  much  must  No.  2  clear  No.  1's  schedule? 

A.    Must  be  into  clear  before  its  leaving  time. 

Q.  Must  inferior  trains  keep  out  of  the  way  of  opposing 
superior  trains  and,  failing  to  do  so,  how  should  they  be 
governed  ? 

A.  Yes,  and  if  physically  impossible  owing  to  unforseen 
conditions  train  must  be  protected  as  prescribed  by  Rule  99. 

Q.  How  much  are  extra  trains  required  to  clear  the  time 
of  opposing  regular  trains? 

A.     Five  minutes. 

Q.  How  must  extra  trains  be  governed  with  respect  to  op- 
posing extra  trains? 

A.    By  train  orders. 

Q.  At  meeting  points  between  trains  of  the  same  class, 
how  much  must  the  inferior  train  clear  the  superior  train? 

A.  Be  into  clear  before  the  leaving  time  of  the  superior 
train.  Note:  This  does  not  mean  at  the  leaving  time.  ' 

Q.  May  extra  trains  pass  and  run  ahead  of  certain  regu- 
lar trains  as  may  be  authorized  by  your  rules  without  orders? 

A.     Yes. 

Q.  May  extra  trains  that  fall  back  on  the  time  of  regular 
trains  referred  to  in  preceding  question  proceed  ahead  of  them 
without  orders? 

A.     Yes. 

Q.  May  a  section  of  one  schedule  pass  and  run  ahead  of 
a  section  of  the  same  schedule  on  either  single  or  double  track 
without  orders,  provided  all  orders,  signals  and  numbers  are 
exchanged? 

A.    Yes. 

Q.  With  whom  does  the  responsibility  rest  if  all  orders 
are  not  exchanged  when  one  section  passes  another? 

A.    Conductors   and   enginemen   making   the  exchange. 

Q.  When  one  section  passes  another  where  must  report 
be  made? 

Page  266 


A.    From  the  next  available  point  of  communication. 

Q.  Do  you  understand  from  preceding  question  and 
answer  that  it  must  not  be  done  without  orders  if  the  sec- 
tions are  at  an  available  point  of  communication? 

A.    Yes. 

Q.  At  meeting:  points  between  extra  trains  which  train 
must  take  the  siding:  unless  otherwise  provided? 

A.  The  extra  moving  in  the  inferior  time-table  direc- 
tion. (See  Second  paragraph,  Rule  88). 

Q.  Does  this  imply  that  superiority  by  direction  exists 
between  opposing:  extras? 

A.     No. 

Q.     Are  trains  permitted  to  back  into  sidings? 

A.  Yes,  but  should  pull  in  when  practicable  and,  if 
necessary  to  back  in,  must  be  protected  as  prescribed  by  Rule 
99  unless  otherwise  provided. 

Q.  If  meeting  a  superior  train  at  a  spur  by  train  order 
and  it  is  necessary  to  run  by  switch  to  back  in,  should  the 
inferior  train  flag  by  the  switch? 

A.  It  should  not  be  necessary  as  the  conductor  and 
engineman  of  superior  train  should  be  acquainted  with  the 
road  and  should  know  that  it  is  the  only  way  the  inferior 
train  can  take  the  siding.  However,  if  the  view  is  obscure 
the  inferior  train  should  send  flagman  ahead  as  an  extra 
precaution. 

Q.     How  far  back  should  the  inferior  train  stop? 

A.  Far  enough  to  allow  the  inferior  train  to  pull  by  to 
clear  assuming  inferior  train  to  be  of  maximum  length. 

Q.  If  the  superior  train  observes  a  train  on  the  spur,  or 
siding,  in  case  the  order  permitted  inferior  train  to  run  by 
and  back  in,  should  they  assume  it  is  the  train  they  are  to 
meet? 

A.     No. 

Q.  If  the  superior  train  is  instructed  to  run  by  and  back 
in  for  the  inferior  train,  should  the  same  principle  apply? 

A.     Yes. 

Q.  If  the  train  that  is  to  hold  main  track  is  not  waiting, 
how  should  the  train  be  governed  after  backing  in? 

A.    Send  a  flagman  out  to  signal  the  train  by. 

Q.  At  meeting  points  between  trains  of  different  classes 
which  train  must  take  the  siding  and  how  much  must  it  clear? 

A.  The  inferior  train  must  take  siding  and  clear  the 
superior  train  at  least  five  minutes. 

Q.  Are  trains  required  to  stop  at  schedule  meeting  points 
with  trains  of  the  same  class? 

A.  Yes,  unless  the  switch  is  right  and  track  is  seen  to 
be  clear. 

Q.  When  the  expected  train  of  the  same  class  is  not  found 
at  the  schedule  meeting  point,  how  should  the  superior  train 
be  governed? 

A.  Approach  all  sidings  prepared  to  stop  until  the  ex- 
pected train  is  met. 

Page  267 


Q.  Where  must  superior  train  stop  when  meeting  an  in- 
ferior train? 

A.    Clear  of  the  switch  to  be  used  by  the  inferior  train. 
Q.     Unless    some    form    of  -block    signal    is    used,    how    far 
apart  must  trains  run  that  are  carrying  passengers? 

A.    At  least  ten  minutes. 

Q.  How  close  may  a  train  follow  a  train  carrying 
passengers? 

A.    Not  less  than  ten  minutes. 

Q.     How  far  apart  must  other  trains  keep? 

A.  At  least  five  minutes,  except  when  closing  up  at 
station,  or  if  local  rules  require  a  greater  clearance. 

Q.  May  one  train  follow  another  by  a  station  less  than 
the  time  required  if  necessary  to  close  up  at  the  next  station? 

A.     No. 

Q.  May  a  train  arrive  at  a  station  in  advance  of  its 
schedule  arriving  time,  or  leave  in  advance  of  its  schedule 
leaving  time? 

A.     No. 

Note:  In  the  following  it  is  assumed  that  first  class 
trains  must  be  cleared  and  second  class 
and  extra  trains  must  be  prepared  to  stop. 
(Rule  93). 

Q.  Within  yard  limits  may  the  main  track  be  used  on 
the  time  of  a  first  class  train,  and  how? 

A.    Yes,  under  protection. 

Q.  Must  a  first  class  train  protect  against  another  first 
class  train  that  is  due  or  overdue? 

A.    Yes. 

Q.  If  no  first  class  train  is  due,  may  the  main  track  be 
used  without  protection? 

A.     Yes. 

Q.  Assuming  that  there  are  only  two  classes  of  trains,  if 
a  second  class  or  extra  train  enters  a  yard  and  collides  with  a 
train,  engine  or  cars  within  the  yard,  with  whom  does  the  re- 
sponsibility rest? 

A.    The  crew  of  second  class  or  extra  train  entering  yard. 

Q.  When  the  view  is  obscure  by  fog  or  otherwise  should 
extra  precautions  be  taken? 

A.    Yes. 

Q.  Within  yard  limits  must  a  section  of  a  first  class 
schedule  protect  against  a  following  section  of  the  same  or 
any  other  first  class  schedule  or  first  class  train  that  is  due? 

A.     Yes. 

Q.  If  a  train  overtakes  another  train  so  disabled  that  it 
can  not  proceed,  how  should  it  be  governed? 

A.  Pass  it  if  practicable,  and  proceed  on  its  own  authority. 
If  it  has  no  authority  it  should  assume  the  authority  (right  or 
schedule)  of  the  disabled  train  if  it  is  such  that  it  will  permit 
further  movement  to  a  point  of  communication,  and  there  re- 
port to  Dispatcher. 

Q.     How    should    disabled    train    proceed    when    able? 

Page  268 


A.  Assume  the  right  or  schedule  and  take  the  train  orders 
of  the  last  train  with  which  it  has  exchanged,  and  proceed 
to  and  report  from  the  next  available  point  of  communication. 

Q.  May  a  section  pass  a  section  of  the  same  schedule  if 
disabled? 

A.    Yes,  they  may  also  pass  them  under  Rule  85, 

Q.  May  an  extra  pass  a  regular  train  or  a  regular  train 
pass  an  extra  if  disabled? 

A.     Yes. 

Q.  If  the  disabled  train  is  of  greater  importance  than 
the  train  that  overtakes  it,  and  all  it  needs  is  an  engine,  should 
the  train  that  overtakes  the  disabled  train  give  it  their  engine 
and  permit  the  disabled  train  to  move  first? 

A.    Yes. 

Q.  May  more  than  one  exchange  be  made  if  it  will  facili- 
tate the  movement  of  trains? 

A.    Yes. 

Q.  If  a  train  is  unable  to  proceed  against  an  opposing 
superior  train  and  it  is  overtaken  between  communicating  sta- 
tion* by  a  following  train  of  the  same  class  or  inferior  train 
having  right  or  schedule  to  proceed  against  all  opposing  trains, 
how  should  train  that  is  overtaken  be  governed? 

A.  After  ascertaining  that  following  train  has  right  or 
schedule  permitting  it  to  proceed  from  point  where  over- 
taken against  all  trains,  and  the  move  to  be  made  is  thor- 
oughly understood,  proceed  on  the  authority  of  the  following 
train  to  the  next  available  point  of  communication. 

Q.  To  whom  must  preceding  train  report  on  arrival  at 
next  available  point  of  communication  and  what  notification 
must  be  given  opposing  trains  met? 

A.  Report  to  the  Dispatcher.  All  opposing  trains  met 
while  moving  under  these  circumstances  must  be  notified  that 
the  expected  train  is  following. 

Q.  If  a  train  is  preceding  a  train  under  second  paragraph 
of  Rule  94,  should  it  leave  any  station  ahead  of  the 
schedule  or  violate  any  restricting  order  held  by  the  train  it 
is  preceding? 

A.  No,  the  preceding  train  by  virtue  of  the  authority  of 
this  rule  is  moving  under  the  authority  and  restrictions  that 
have  been  placed  on  the  following  train. 

Q.     May  two  or  more  sections  be  run  on  the  same  schedule? 

A.    Yes. 

Q.     Has  each  section  equal  time-table  authority? 

A.     Yes. 

Q.  May  a  train  display  signals  for  a  following  section 
without  orders  from  ? 

A.  No.  (Under  Rule  85  the  exchange  of  orders  author- 
izes the  display  of  signals.) 

Q.  On  single  track  if  a  section  takes  down  signals  at  any 
point  before  the  following  section  arrives,  and  there  is  no 
register,  how  must  conductor,  or  engineman  if  no  conductor 
with  the  train,  be  governed? 

Page  269 


A.  Arrange  in  writing  with  the  operator;  if  no  operator, 
with  the  switchtender  (if  competent) ;  in  the  absence  of 
both,  with  a  flagman  left  there  for  that  purpose,  to  notify  all 
opposing  trains  that  section  for  which  signals  were  displayed 
has  not  arrived. 

Q.  If  after  a  section  takes  down  signals  at  a  station 
where  there  is  no  register,  and  it  proceeds  before  the  follow- 
ing section  arrives,  and  the  following  section  arrives  with 
green  signals,  must  it  make  the  same  arrangement,  even  though 
they  do  not  exist  beyond  that  point? 

A.     Yes. 

Q.  If  signals  are  taken  down  at  a  register  station  where 
all  trains  register,  would  it  be  necessary  to  make  this  arrange- 
ment with  the  operator? 

A.    No,  the  register  protects  the  following  section. 

Q.  If  signals  are  taken  down  at  a  register  station  where 
some  opposing  inferior  train  is  permitted  to  pass  without  reg- 
istering and  checking  register,  should  the  arrangements  be 
made  as  required  by  Rule  96  the  same  as  at  a  station  where 
there  is  no  register? 

A.     Yes. 

Q.  Does  this  rule  (96)  apply  at  a  point  where  trains  pass 
from  double  to  single  track? 

A.  Yes,  if  no  register,  opposing  trains  moving  from  double 
to  single  track  must  be  notified  as  provided  in  the  rule. 

Q.  When  signals  for  a  following  section  are  taken  down 
at  a  point  not  a  register  station  before  the  following  section 
arrives,  in  addition  to  notice  being  given  as  provided  by  Rule 
96,  how  must  conductor  be  governed? 

A.  Conductor  must  notify  all  opposing  trains  of  the  same 
class  and  opposing  inferior  trains  met  until  the  next  register 
station  is  reached,  and  then  register  signals  displayed  to  the 
point  where  they  were  taken  down  in  the  space  provided  on 
the  register. 

Q.  If  a  special  rule  permits  an  opposing  train  of  the 
same  class  or  an  opposing  inferior  train  to  register  by  ticket 
at  the  register  station  where  such  notation  is  made  on  the 
register,  should  conductor,  after  registering  signals  displayed 
to  the  intermediate  point,  also  arrange  with  the  operator  to 
notify  those  opposing  trains  that  are  not  required  to  check 
the  register? 

A.    Yes. 

Q.  On  single  track  may  extra  trains  be  run  without 
orders? 

A.     No. 

Q.  On  double  track  may  extra  trains  be  run  without 
orders  ? 

A.     No,  not  unless  so  authorized  by  special  rules. 

Q.  How  must  trains  approach  the  end  of  double  track, 
junctions,  railroad  crossings  at  grade  and  drawbridges? 

A.  With  caution.  Where  required  by  rule  or  law  trains 
must  stop. 

Q.     How  should  trains  entering  a  siding  be  governed? 

A.  Proceed  with  caution  expecting  to  find  it  occupied  by 
other  trains. 

Page  270 


PROTECTION  OF  TRAINS. 

Rules  99  and  100. 

Q.  Should  a  flagman  be  stationed  at  or  near  the  rear  of 
all  trains  at  all  times? 

A.    Yes. 

Q.  When  a  train  stops  under  circumstances  in  which  it 
may  be  overtaken  by  another  train,  what  must  be  done? 

A.  A  flagman  must  go  back  immediately  with  flagman's 
signals  a  suflicient  distance  to  insure  full  protection,  placing 
two  torpedoes  and  when  necessary,  in  addition,  displaying 
lighted  fusees. 

Note:  If  there  is  a  local  rule  requiring  the  placing  of 
one  torpedo  as  a  stop  signal  same  should  be 
complied  with,  and  it  should  not  then  be  con- 
sidered the  same  as  two. 

Q.     When  may  flagman  return  to  train? 

A.  When  recalled  by  the  authorized  whistle  signal  if 
safety  of  train  will  permit. 

Q.  When  conditions  require  must  torpedoes  be  placed 
and  a  lighted  fusee  displayed? 

A.     Yes. 

Q.  Must  the  front  of  a  train  be  protected  in  the  same 
manner  when  necessary,  and  by  whom? 

A.  Yes,  by  the  head  brakeman  and,  if  he  is  not  available, 
by  the  fireman. 

Q.  When  a  train  is  MOVING  under  circumstances  in 
which  it  may  be  overtaken  by  another  train,  what  action 
must  flagman  take? 

A.  He  must  take  such  action  as  may  be  necessary  to  in- 
sure full  protection.  By  night,  or  by  day  when  view  is  ob- 
scured, lighted  fusees  should  be  thrown  off  at  proper  intervals. 

Q.  When  from  weather  or  other  conditions  day  signals 
can  not  be  plainly  seen,  what  must  be  done? 

A.  Night  signals  must  be  displayed  in  addition  to  the 
day  signals. 

Q.     Who  is  responsible  for  the  protection  of  their  trains? 

A.  Conductor  and  engineman.  If  no  conductor,  the 
engineman. 

Q.  If  rear  brakeman  (or  flagman)  fails  to  properly  pro- 
tect rear  of  train,  even  though  he  has  not  been  instructed  by 
conductor  to  do  so,  who  would  be  held  responsible? 

A.  The  brakeman  (or  flagman)  for  not  properly  protect- 
ing without  being  instructed.  The  conductor  would  also  be 
held  responsible  except  perhaps  when  his  duties  required  him 
to  be  at  a  place  where  he  must  depend  on  the  flagman  to 
perform  this  duty  without  being  told.  This,  however,  is  a 
matter  to  be  decided  by  the  proper  official. 

Q.  With  what  signals  must  a  flagman  equip  himself  for 
flagging  during  the  day? 

A.  A  red  flag  and  torpedoes.  If  foggy  or  stormy  weather 
he  must  have  night  signals  in  addition. 

19  Page  271 


Q.  With  what  signals  must  a  flagman  equip  himself  for 
flagging:  during  the  night  or  when  he  goes  out  late  in  the 
day  when  night  may  overtake  him  before  he  returns? 

A.    A  red  light,  a  white  light,  torpedoes  and  fusees. 

Q.  Should  flagman  be  dressed  warmly  during  cold  weather 
or  blizzards  so  he  will  not  have  to  return  until  relieved  by  an- 
other flagman? 

A.    Yes. 

Q.  In  extremely  cold  weather  should  conductor  if  neces- 
sary arrange  to  relieve  flagman  by  sending  out  another  one 
to  replace  him? 

A.    Yes. 

Q.  In  blinding  snow  or  sand  storms  or  when  the  snow  i«* 
fresh  and  no  road  broken  should  train  take  extra  precau- 
tions and  when  practicable  put  off  flagman  and  pull  away 
from  him  to  quickly  create  a  sufficient  and  safe  distance  be- 
tween flagman  and  rear  of  train? 

A.    Yes. 

Q.  When  returning  after  being  recalled  when  such  con- 
ditions exist  should  extra  precautions  and  care  be  taken  to 
prevent  being  overtaken  while  flagman  is  returning? 

A.    Yes. 

Q.  If  necessary  should  extra  or  additional  torpedoes  be 
placed  and  fusees  used? 

A.    Yes. 

Q.  If  there  is  straight  track  or  open  country  to  the  rear 
for  a  sufficient  distance,  no  fog,  sand  storms,  trailing  smoke 
or  other  conditions  to  obstruct  the  view  and  flagman  stationed 
at  rear  of  train  sees  a  train  approaching,  what  should  he  do? 

A.  Go  out  immediately  a  sufficient  distance  and  place 
torpedoes. 

Q.  Is  the  placing  of  torpedoes  imperative  even  though 
flagman  is  out  a  safe  distance  ready  to  give  approaching  train 
a  stop  signal? 

A.    Yes. 

Q.  When  is  the  most  critical  time  in  protecting  rear  of 
train  ? 

A.    When  returning  to  train. 

Q.  If  a  flagman  is  whistled  out  should  he  go  whether  he 
considers  it  necessary  or  not? 

A.    Yes,  obey  the  signal. 

Q.  If  after  getting  out  a  distance  short  of  what  would 
be  considered  a  sufficient  distance  for  full  protection  flagman 
is  recalled,  how  should  he  be  governed? 

A.  If  conditions  require  it  keep  going  until  a  sufficient 
distance  is  reached  and  place  torpedoes  and,  if  necessary, 
fusees. 

Q.  If  flagman  sees  or  hears  a  train  coming  should  be  con- 
tinue to  go  back  or,  if  out  a  sufficient  distance,  remain  and 
stop  the  train  even  though  he  has  been  called  in? 

A.    Yes. 

Q.  Before  returning  regardless  of  the  distance  flagman  is 
out,  should  torpedoes  be  placed  and  when  necessary,  fusees 
displayed? 

A.    Yes,  if  conditions  require  it. 

Page  272 


Q.  When  returning:  to  train  where  view  is  obscure  at 
night  or  snow  or  sand  storms  during:  the  day,  should  lighted 
fusees  ^taOESKi  be  displayed  at  intervals? 

A.    Yes. 

Q.  Must  flagman  depend  on  automatic  block  or  interlock- 
ing signals  to  protect  rear  of  his  train? 

A.    No,  not  unless  special  instructions  permit. 

Q.  Are  flagmen  permitted  to  have  previous  understand- 
ings with  crews  of  following  trains  to  look  out  for  them  at 
certain  points  in  order  to  avoid  protecting  as  per  Rule  99? 

A.     No. 

Q.  If  an  engineman  stops  train  for  reasons  of  his  own  may 
he  call  in  flagman  when  ready  without  instructions  from  his 
conductor? 

A.    No,  train  crew  may  not  be  ready  to  go. 

Q.  When  pulling  out  of  a  siding  or  moving  from  a  diverg- 
ing route  to  a  main  route  at  a  junction  how  must  you  be 
governed  ? 

A.    Protect  against  following  trains. 

Q.  Must  it  be  assumed  there  is  a  train  following  even 
though  none  has  been  passed? 

A.    Yes. 

Q.  If .  flagman  receives  instructions  to  hold,  for  example, 
all  except  first  class  trains  for  the  arrival  of  an  opposing  train, 
should  he  take  the  equipment  or  general  make-up  of  the 
train  into  consideration  in  determining  what  train  it  is? 

A.  No,  stop  all  of  them,  then  permit  first  class  trains 
to  proceed. 

Q.  If  moving  east  on  double  track  and  it  becomes  neces- 
sary to  cross  over  to  permit  a  train  to  pass,  how  would  you 
be  governed? 

A.  Send  flagman  east  to  hold  westward  trains  on  west- 
ward track  and  a  flagman  west  to  protect  rear  of  train  while 
on  eastward  track  and  also  to  protect  rear  while  on  westward 
track  against  a  train  which  the  Disptcher  may  be  moving 
against  the  current  of  traffic. 

Q.  Should  an  engineman,  when  it  is  possible  to  do  so, 
stop  his  train  where  a  good  view  to  the  rear  can  be  had? 

A.  Yes,  good  judgment  in  this  may  sometimes  prevent  an 
accident. 

Q.  When  a  passenger  train  is  stopped  by  a  flag,  should  it 
stand  with  any  part  of  train  on  a  bridge,  if  it  can  be  avoided? 

A.     No. 

Q.  When  running  at  high  speed  over  a  bridge,  should 
engineman  apply  the  brakes,  if  it  can  be  avoided? 

A.    No.     Brakes  should  not  be  applied  while  on  a  bridge. 

TRAIN  PAETED. 
Rule  101. 

Q.     If  train  parts,  what  action  must  be  taken? 

A.  Give  train  parted  signals  and,  if  possible,  prevent  rear 
portion  from  running  into  front  portion. 

Q.  May  the  detached  portion  be  moved  or  passed  until  the 
front  portion  comes  back? 

A.     No. 

Page  273 


Q.  How  should  front  portion  be  governed  in  returning  for 
detached  portion? 

A.  If  view  is  obscure,  be  preceded  by  a  flagman,  and  in 
all  cases  run  under  control. 

Q.  May  it  be  possible  the  train  has  parted  in  more  than 
one  place? 

A.    Yes. 

Q.  If  the  head  end  of  train  should  run  to  next  point  of 
communication  with  Dispatcher,  and  he  has  been  informed  of 
location  of  rear  portion,  may  he  authorize  front  portion  to  go 
back  without  necessary  protection  or  may  Dispatcher  have 
them  clear  main  track  and  authorize  a  following  train  to  pass 
the  rear  end  and  proceed,  or  to  push  the  rear  end  ahead  of 
them  to  point  where  front  portion  is  waiting? 

A.     No. 

Note:  Use  these  questions  and  answers  only  where 
19  form  order  is  used  by  special  permis- 
sion to  restrict  superiority  of  a  train  and 
numbers  of  orders  on  clearance  card  checked 
by  Dispatcher. 

Q.  Must  conductor  and  engineman  obtain  all  orders 
designated  on  clearance  and  read  them  before  passing  fouling 
point  at  which  an  opposing  train  would  take  the  siding? 

A.     Yes. 

Q.  If  a  train  leaves  a  station  without  all  orders  designated 
on  their  clearance  card,  who  is  responsible? 

A.    Conductor  and  engineman. 

Q.  If  there  are  order  numbers  on  the  clearance  card  must 
the  time  it  is  O.  Kd.  and  Superintendent's  initials  appear  in 
space  provided? 

A.  Yes,  and  if  not,  train  must  stop  at  once  and  obtain  a 
new  clearance  which  complies  with  the  requirements. 

Q.  If  a  clearance  is  received,  no  orders  designated  thereon, 
but  the  time  of  O.  K.  and  Superintendent's  initials  are  on  the 
clearance,  how  should  conductor  and  engineman  be  governed? 

A.  Stop  and  either  obtain  a  clearance,  with  order  num- 
bers thereon  or  one  without  the  time  of  O.  K.  and  Superintend- 
ent's initials. 

Q.  How  are  enginemen  required  to  run  by  stations  where 
19  form  orders  are  to  be  received? 

A.  At  a  speed  slow  enough  to  permit  the  delivery  of 
orders  without  endangering  the  life  of  the  operator  and  to 
permit  of  the  reading  of  the  orders  before  passing  the  fouling 
point. 

PBOPEB  HANDLING   OF   SWITCHES,   PBOPEB 
POSITION  OF  SWITCHES,  PUSHING  CABS 

AHEAD  OF  ENGINE. 
Bnles  102  to  106  Inclusive. 

Q.  When  cars  are  pushed  by  an  engine  (except  when 
shifting  or  making  up  trains  in  yards)  what  position  must 
trainman  take? 

A.    A  conspicuous  position  on  front  of  leading  car. 

Page  274 


, 


Q.  Should  other  train  or  yard  men  be  so  placed  that 
signals  can  be  passed  to  engineman  when  the  view  is  ob- 
structed and  the  trainman  on  leading  car  can  not  be  seen? 

A.    Yes. 

Q.  How  must  information  respecting  condition  of  track  or 
bridges  be  issued? 

A.    In  writing. 

Q.     How  must  switches  be  left  after  using  them? 

A.    In  their  proper  (normal)  position. 

Q.  Who  is  responsible  for  position  of  switches  after  be- 
ing used  by  a  train? 

A.    Conductor,  except   where  switchtenders  are   stationed. 

Q.  Is  it  permissible  to  leave  a  switch  open  for  a  following 
train? 

A.     No. 

Q.  May  arrangements  be  made  in  advance  by  trainmen  of 
two  crews  for  one  to  leave  switch  open  for  the  other? 

A.     No. 

Q.  Should  trainman  stand  near  a  switch  when  a  train  is 
passing,  especially  if  it  is  a  facing  point  switch? 

A.  No,  he  should  take  position  on  opposite  side  of  track 
or  a  reasonable  distance  from  switch  until  rear  of  train  has 
passed  over  it. 

Q.  When  heading  in  a  siding  should  rear  man  get  off 
head  end  of  caboose  to  close  switch? 

A.    It  is  much  better  to  get  off  rear  of  caboose. 

Q.  After  taking  main  track,  closing  and  locking  switch, 
should  brakeman  notice  switch  point  to  see  if  it  is  up  against 
the  stock  rail  where  it  belongs?  Should  he  also  notice  the 
opposite  point  to  see  if  it  has  properly  cleared  the  opposite 
rail? 

A.    Yes. 

Q.  When  taking  siding  should  train  be  pulled  clear  of 
fouling  point  before  stopping  for  brakeman  who  closes  the 
switch? 

A.     Yes. 

Q.  Under  conditions  not  provided  for  in  the  rules  who  is 
responsible  for  the  safety  of  the  train  and  observance  of  the 
rules  ? 

A.    Both  conductor  and  engineman. 

Q.     In  case  of  doubt  or  uncertainty  what  must  be  done? 

A.    Take  the  safe  course. 

Q.  Should  Rule  106  be  accepted  as  an  excuse  for  ignor- 
ance of  the  rules? 

A.     No. 

Q.  Unless  properly  protected,  should  a  train  pass  between 
the  plat  form  and  another  train  that  is  receiving  or  discharging 
passengers? 

A.     No. 


Page  275 


MOVEMENT  OF  TRAINS  BY  TRAIN  ORDERS. 
Rules  201  to  223  Inclusive. 

Q.     Over  whose   signature  must   train   orders  be  issued? 

A.  The  Superintendent  or  other  official  designated  by  the 
Rules. 

Q.  Must  they  be  brief  and  clear  and  in  prescribed  forms 
when  applicable? 

A.    Yes. 

Q.  If  an  order  is  not  thoroughly  understood  what  should 
be  done? 

A.  Ask  for  an  interpretation  of  it  and  not  move  until 
understood. 

Q.  May  an  order  be  issued  that  is  not  according  to  pre- 
scribed form  if  necessary? 

A.  Yes,  provided  there  is  not  a  form  that  will  answer 
the  purpose. 

Q.     How  are  orders  to  be  numbered? 

A.    Consecutively  each  day  beginning  at  midnight. 

Q.  When  more  than  one  set  of  Dispatchers  are  working 
on  a  Division,  or  Subdivision,  should  each  set  use  a  differenet 
series  of  numbers? 

A.    Yes. 

Q.  If  you  get  an  order  numbered  with  a  fraction,  as  2$V&> 
what  does  it  mean? 

A.  It  means  that  Dispatcher  has  discovered  he  had  issued 
duplicate  numbers  and  added  the  fraction  to  make  them 
different. 

Q.     To  whom  must  orders  be  addressed? 

A.    To  those  who  are  to  execute  them. 

Q.     Must  a  copy   for  each  person   addressed  be  supplied? 

A.    Yes. 

Q.  How  must  conductors  and  enginemen  regard  orders 
restricting  their  movement  that  are  addressed  and  completed 
to  an  operator  and  delivered  to  them,  and  must  such  order 
numbers  appear  on  the  clearance  card  where  other  order  num- 
bers must  be  shown? 

A.  The  same  as  if  addressed  to  conductor  and  engineman. 
Order  numbers  must  appear  on  clearance  card  the  same  as 
other  orders. 

Q.  How  must  regular  trains  be  designated  in  train  orders 
transmitted  by  telegraph? 

A.  As  No.  10  or  Second  10  (section  spelled),  extra  trains 
by  their  engine  numbers  and  direction  as  Extra  76  "East"  or 
"West". 

Q.  How  should  stations,  regular  trains  and  other  numerals 
be  designated  in  train  orders  transmitted  by  telephone? 

A.  The  names  of  stations  must  be  plainly  pronounced 
and  then  spelled  letter  by  letter,  thus:  Aurora  A-u-r-o-r-a;  all 
numerals  must  first  be  given  and  then  followed  by  spelling, 
thus:  105  o-n-e  n-a-u-g-h-t  f-i-v-e;  words  duplicating  numerals 

Page  276 


should  not  be  written  upon  train  orders.  The  number  of  the 
section  should  be  first  pronounced,  thus:  Second  S-e-c-o-n-d, 
the  receiver  writing  only  the  word  "Second"  on  the  order! 
Orders  should  be  repeated  in  the  same  manner. 

Q.  Is  an  order  issued  an  the  19  form  just  as  effective  as 
if  issued  on  the  31  form? 

A.  Yes,  and  after  having  been  received  by  those  to  whom 
addressed  it  is  equally  as  safe. 

Q.  When  a  19  form  order  restricts  the  superiority  of  a 
train  at  a  point  where  the  order  is  received  how  should  it  be 


A.    Operator  must  first  permit  the  train  to  stop. 

Q.  When  an  order  is  issued  to  a  superior  train  at  the 
meeting  point  what  should  be  stated  in  the  order? 

A.    This  order  to  ---  at  •  __  . 

Q.  Should  the  inferior  train  receiving  an  order  with 
such  statement  therein  approach  the  meeting  point  expecting 
superior  train  to  arrive  unaware  of  their  presence,  and  what 
extra  precautions  should  inferior  train  take? 

A.  Yes.  If  conditions  warrant  owing  to  obscure  view 
or  train  order  signal  between  the  inferior  train  and  switch  at 
which  they  must  enter,  stop  far  enough  out  to  be  safe  and 
send  a  flagman  ahead  before  attempting  to  pull  in  to  siding. 

Q.  Should  a  conductor  or  engineman  run  on  an  order  that 
is  scratched,  changed,  interlined,  underlined  or  so  dim  or 
flourished,  that  it  is  not  perfectly  plain? 

A.     No. 

Q.     Should  figures  in  train  orders  be  surrounded  by  circles. 
brackets  or  other  characters? 
A.     No. 

Q.     Should     conductors     and     enginemen     accept     31     form 
orders  that  do  not  show  the  time  repeated? 
A.     No. 

Q.     Is    it    compulsory    on    part    of   Dispatcher    to   complete 
all  19  orders  as  soon  as  repeated? 
A.     No. 

Q.  Should  conductors  and  enginemen  accept  orders  that 
do  not  show  that  the  X  response  was  sent? 

A.  Yes,  all  orders  are  not  X'd  and  the  X  response  does 
not  concern  conductors  and  enginemen. 

Q.     Who  should  sign  31  orders? 

A.  Those  to  whom  addressed  except  the  engineman  unless 
there  is  no  conductor  with  the  train. 

Q.  Should  conductors  and  enginemen  run  on  orders  not 
completed? 

A.     No. 

Q.  Should  a  conductor  or  engineman  sign  a  31  order 
which  has  the  complete  or  any  part  of  the  complete  on  the 
order  ? 

A.     No. 

Q.     Should  an  engineman  sign  a  conductor's  name  to  a  31 

Page  277 


train  order,  or  a  conductor  sign  an  engineman's  name  when  ad- 
dressed only  to  the  engineman? 
A.     No. 

Q.  Name  some  31  train  orders  that  an  engineman  is  re- 
quired to  sign. 

A.  31  train  order  receipting  for  a  new  time-table,  order 
delivered  to  train  at  a  point  not  a  train  order  office  or  at  a 
closed  office,  order  sent  to  a  train  in  care  of  an  engineman, 
when  running  light  without  a  conductor,  when  addressed  to  an 
engineman  of  an  engine  helping  a  train  to  authorize  them  to 
run  after  cutting  out  and  when  engine  is  by  train  order  signal 
or  train  cleared  before  order  is  received. 

Q.  May  the  rules  require  that  conductors  deliver  31  train 
orders  personally  to  enginemen? 

A.    Yes. 

Q.     Is  any  one  required  to  sign  a  19  order? 

A.     No. 

Q.  If  it  will  take  an  operator  away  from  the  immediate 
vicinity  of  his  office  to  deliver  a  19  order  personally  to  engine- 
man,  may  it  be  delivered  by  conductor  if  rule  so  authorizes? 

A.    Yes. 

Q.  If  rules  authorize  the  delivery  by  the  conductor,  should 
a  brakeman  be  permitted  to  do  so? 

A.     No. 

Q.     To  whom  must  enginemen  show  their  orders? 

A.    To  firemen  and  when  practicable  to  forward  trainmen. 

Q.     To   whom   must   conductor   show  his   orders? 

A.    To  his  trainmen  when  practicable. 

Q.  If  an  operator  offers  conductor  and  engineman  an 
order  not  completed  stating  he  is  unable  to  obtain  complete 
from  Dispatcher  owing  to  wire  failure,  may  it  be  accepted  and 
used? 

A.     No. 

Q.  When  an  order  is  to  be  delivered  to  a  train  at  a  point 
not  a  train  order  office,  or  at  one  at  which  the  office  is  closed, 
in  whose  care  should  it  be  sent? 

A.  In  care  of  a  conductor,  an  engineman  or  any  other 
employe  whom  it  may  be  necessary  to  send  it  in  care  of.  An 
order  should  not  be  sent  in  care  of  two  persons  as  C&E  of 
— ,  or  Care  of  No.  —  — . 

Q.     If  a  31  form  how  will  the  complete  be  given? 

A.  Upon  the  signature  of  the  employe  in  whose  care  it  is 
sent  and  this  complete  will  be  accepted  by  train  addressed 
the  same  as  if  completed  to  conductor  or  engineman  of  that 
train.  Order  must  then  be  acted  upon  in  the  usual  way. 

Q.  If  a  31  form  order  how  many  copies  shall  be  furnished 
to  employe  in  whose  care  order  is  sent? 

A.  A  copy  each  for  conductor  and  engineman  addressed 
and  one  upon  which  both  their  signatures  must  be  taken. 

Q.  What  disposition  must  be  made  of  the  copy  upon  which 
signatures  are  taken? 

Page  278 


A.  Leave  it  with  the  first  operator  accessible  who  must 
immediately  send  the  signatures  preceded  by  order  number 
and  followed  by  the  train  number  to  the  Dispatcher,  and  then 
place  it  on  file. 

Q.  If  an  order  to  be  sent  to  a  train  at  a  point  not  a  train 
order  office  or  one  at  which  office  is  closed  restricts  the  train 
at  that  point,  that  is,  instructs  them  to  remain  there  for  an 
inferior  train  to  be  moved  against  them,  or  in  any  way  pre- 
vents them  from  making  a  move  they  could  otherwise  make, 
what  must  be  done  before  complete  is  given  to  the  inferior 
train? 

A.  Signatures  of  conductor  and  engineman  of  train  ad- 
dressed must  be  received  by  Dispatcher  from  the  operator  to 
whom  the  copy  with  signatures  is  delivered. 

Q.  If  a  19  form  order  is  addressed  to  conductor  and  en- 
gineman of  a  train  at  a  point  not  a  train  order  office  or  one 
at  which  office  is  closed,  how  many  copies  should  operator  de- 
liver to  person  in  whose  care  order  is  sent? 

A.  Two  copies,  one  each  for  conductor  and  engineman 
addressed. 

Q.  If  a  31  form  order  is  addressed  to  conductor  and  en- 
gineman of  train  at  point  not  a  train  order  office  or  one  at 
which  office  is  closed,  and  also  addressed  to  conductor  and 
engineman  of  train  in  whose  care  the  order  is  sent,  how  many 
copies  must  be  made? 

A.  Five,  two  for  each  train  addressed  and  one  for  signa- 
tures of  conductor  and  engineman  to  whom  sent  to  be  left 
with  first  operator  accessible. 

Q.  If  a  19  form  order  is  addressed  in  same  manner,  how 
many  copies  must  be  delivered? 

A.  Four,  one  for  each  conductor  and  engineman  of  trains 
addressed. 

Q.  When  more  than  one  engine  on  a  train,  how  many 
copies? 

A.  For  every  additional  engineman  on  either  train  ad- 
dressed an  additional  copy  should  be  furnished. 

Q.  If  a  19  form  order  is  sent  in  care  of  conductor  of  a 
train  that  does  not  stop  at  the  point  where  order  is  received, 
how  should  it  be  handled? 

A.  Deliver  two  copies  to  conductor  and  an  extra  copy  to 
engineman,  and  vice  versa  if  sent  in  care  of  engineman. 

Q.  When  a  train  is  named  in  an  order  by  its  schedule 
number  alone,  what  does  it  include? 

A.  All  sections  of  that  schedule  are  included  and  each 
must  have  copies  delivered  to  it. 

Q.  If  an  engine  has  passed  the  train  order  signal  or  train 
has  been  cleared,  and  operator  requests  conductor  and  engine- 
man  to  sign  a  31  form  order  must  they  do  so? 

A.     Yes. 

Q.  If  operator  does  not  make  such  request  how  should 
order  be  regarded  when  received? 

A.    It  must  be  respected. 

Page  279 


Q.     How  long  are  train   orders  in  effect? 

A.    Until  fulfilled,  superseded  or  annulled. 

Q.     How  is  an  order  fulfilled? 

A.    By  complying  with  every  requirement. 

Q.     How  is  an  order  or  a  part  of  an  order  annulled? 

A.    By    another    order    stating    that    fact,    for    example: 

11  Order  No.  20  is  annulled"  or  "  That  part  of    Order  No.  10  reading 
is  annulled" 

Q.     How  is  an  order  superseded? 

A.  By  issuing  another  order  instructing  a  train  to  do 
differently  from  what  they  were  previously  instructed  to  do. 
The  words  "instead of"  must  be  used. 

Q.     Is  there  any  other  way  of  superseding  an  order? 

A.     No. 

Q.  May  a  part  of  an  order  be  annulled  or  superseded 
without  effecting  the  remaining  portion  of  the  order? 

A.    Yes. 

Q.  After  an  order  or  part  of  an  order  has  been  annulled 
or  superseded  may  the  same  instructions  again  be  issued  as  a 
new  order  under  a  new  number? 

A.    Yes,  it  is  then  a  new  order. 

Q.  If  an  order  is  received  annulling  a  schedule  or  the 
schedule  on  which  a  train  may  be  running  becomes  more  than 

12  hours  late,  how  must  all   orders,  held  by   other  trains  re- 
specting the  train  authorized  by  such  schedule,  be  considered? 

A.  These  orders  become  void  and  trains  effected  may  pro- 
ceed the  same  as  if  such  orders  had  never  existed. 

Q.  If  an  order  addressed  to  a  regular  train  is  held  by  an 
operator,  and  the  operator  receives  the  annulment  of  the  sched- 
ule authorizing  such  train,  or  such  schedule  becomes  more  than 
12  hours  late  at  his  station,  how  should  he  be  governed? 

A.  File  the  order  for  the  train  effected  provided  such 
order  effects  it  within  the  territory  where  schedule  is  annulled, 
if  not  annulled  over  entire  run,  as  it  then  becomes  void.  If 
schedule  becomes  more  than  12  hours  late  at  his  station,  the 
order  is  void. 

Q.  Would  this  effect  any  other  movements  in  the  order  or 
other  trains  addressed? 

A.    No. 

Q.  If  a  conductor  or  engineman  (or  both)  is  relieved  be- 
fore the  completion  of  a  trip,  how  must  all  train  orders  and 
instructions  held  by  them  be  handled? 

A.  They  must  be  delivered  to  relieving  conductor  and 
engineman  and  must  be  compared  by  them  before  proceeding. 

KULE  221 A  NORMAL  POSITION  STOP. 

Q.  Under  Rule  221-A  normal  position  of  train  order  sig- 
nal STOP,  if  operator  after  delivering  orders  places  signal  in 
proceed  position,  may  train  proceed? 

A.    Yes. 

Page  280 


Q.  When  may  a  train  pass  a  train  order  signal? 

A.  When  the  proceed  signal  is  received. 

Q.  When  may  a  train  order  signal  be  fastened  at  proceed? 

A.  Only  when  an  operator  is  off  duty. 

EULE  221 B  NORMAL  POSITION  PROCEED. 

Q.     When  must  train  order   signal  indicate  STOP? 

A.    When  trains  are  to  be  stopped  for  orders. 

Q.  If  there  are  orders  for  any  train  in  the  direction  gov- 
erned by  the  signal  may  the  operator  display  a  proceed  signal? 

A.     No. 

Q.     While  stop  is  indicated  how  may  a  train  proceed? 

A.  Only  by  obtaining  a  clearance  card,  Form  (A).  See 
page  104. 

EULE  221  NORMAL  POSITION  STOP,  AS  USED  ON 
MANY  BAILEOADS. 

Q.  In  what  position  must  engineman  see  train  order  sig- 
nal when  he  first  conies  in  view  of  it? 

A.  Stop  position,  if  not  he  must  stop  as  it  is  an  improp- 
erly displaced  signal. 

Q.  If  signal  is  seen  in  stop  position,  what  is  required  of 
engineman? 

A.  When  within  a  reasonable  distance  where  whistle  sig- 
nal can  be  heard  by  operator  he  should  call  for  the  signal  by 
giving  four  short  sounds  unless  rule  permits  the  whistle  for 
station  to  answer  the  same  purpose. 

Q.  After  giving  the  whistle  signal  if  operator  displays 
signal  at  PROCEED  how  should  engineman  be  governed? 

A.  Answer  by  two  short  sounds  of  the  whistle  and  proceed 
if  there  is  nothing  else  preventing  (not  required  on  some 
roads). 

Q.  If  proceed  signal  is  not  received,  how  should  engine- 
man  be  governed? 

A.  Stop,  obtain  a  clearance  card  and  all  orders  desig- 
nated thereon,  if  such  designation  is  required;  if  not,  then  a 
clearance  card  and  any  orders  operator  may  have  for  them. 

Q.  If  order  numbers  must  be  indicated  on  clearance  cards, 
or  the  total  number  of  orders  received  (if  only  necessary  that 
total  number  be  designated)  do  not  correspond,  how  should 
engineman  and  conductor  be  governed? 

A.    Stop  and  obtain  them. 

Q.  If  a  clearance  is  not  addressed  to  the  train  receiving 
it,  how  should  conductor  and  engineman  be  governed? 

A.    Stop,  and  obtain  one  that  is  so  addressed. 

Q.  Are  conductors  required  to  be  in  a  position  where  train 
order  signal  can  be  seen  before  passing  it  and  where  they 
may  pick  up  19  train  orders  without  stopping  if  operator  is 
ready  to  deliver  them? 

A.    Yes. 

Q.  May  conductor  delegate  one  of  his  brakemen  to  per- 
form this  duty? 

A.     No. 

Page  281 


Q.  If  on  approaching:  a  train  order  signal  at  any  hour 
both  semaphores  indicate  proceed  and  at  night  a  green  light 
in  addition,  how  should  train  be  governed? 

A.  Consider  the  office  closed  and  proceed  the  same  as  if 
it  was  not  there. 

Q.  If  necessary  to  see  train  order  semaphore  at  stop 
when  approaching  it  and  semaphore  is  at  proceed  governing 
in  the  direction  train  is  moving,  but  at  stop  for  trains  in  op- 
posite direction,  what  does  it  indicate? 

A.    Stop,  improperly  displayed  signal  and  open  office. 

Q.  If  in  this  case  operator  can  not  be  found,  how  should 
train  be  governed? 

A.  Remain  until  a  clearance  card  can  be  obtained  or  pro- 
ceed under  protection  of  flag  as  a  last  resort. 

Q.  If  only  one  semaphore  on  the  mast  can  a  closed  office 
be  indicated? 

A.     No. 

Q.     May  a  train  order  signal  be  called  for  more  than  once? 

A.  Yes,  if  conditions  are  such  there  is  a  possibility  the 
operator  did  not  hear  it. 

Q.  If  a  train  order  signal  is  at  stop  and  proceed  is  not 
given  before  engine  passes,  and  a  closed  office  is  indicated  be- 
fore train  is  ready  to  leave,  how  should  train  be  governed? 

A.    Obtain  a  clearance  before  leaving. 

Q.  If  a  signal  light  is  not  displayed  at  a  night  office, 
how  should  trains  be  governed? 

A.  Those  who  have  not  been  notified  must  stop  and  ascer- 
tain the  cause  and  if  it  indicates  proceed  report  the  fact  to 
the  proper  official  from  the  next  point  of  communication. 

Note:  Some  roads  require  train  to  obtain  clearance 
cards  or  flag  to  next  point  of  communication 
unless  the  office  is  closed. 

Q.  If  the  train  order  signal  is  out  of  order,  what  must 
be  done? 

A.  Conductors  and  enginemen  must  be  notified  and  hand 
signals  used.  If  normal  position  is  stop,  a  red  signal  must 
be  displayed  until  it  becomes  necessary  to  clear  a  train  by 
signal,  then  the  red  signal  must  be  removed  and  a  proceed 
(green)  signal  displayed  after  engineman  calls  for  signal. 
After  rear  of  train  is  by  remove  proceed  signal  and  display 
red  (stop)  signal. 

Q.     What  is  the  abbreviation  for  complete? 
A.     "Com". 

Q.     May  the  usual  abbreviations  for  names  of  the  months 
and  stations  be  used? 
A.    Yes. 

Q.     If  a  proceed  train   order  signal  is  received  and  opera- 
tor again   displays   a   stop    signal   before   engine  is   by,   would 
engineman  be  justified  in  assuming  train  was  properly  cleared? 
A.     No. 


Page  282 


Q.  If  engineman  receives  a  proceed  signal  and  STOP  is 
displayed  before  markers  have  passed,  should  the  train  be 
stopped? 

A.    Yes. 

Q.  If  a  time-table  designates  a  train  order  office  and  train 
order  semaphores  are  removed,  is  this  sufficient  to  indicate  a 
permanently  closed  office? 

A.    No,  instructions  closing  the  office  should  be  issued. 

QUESTIONS  AND  ANSWERS. 
TRACK  ORDERS. 

Q.  After  receiving  an  order  respecting  condition  of  track, 
bridges,  etc.,  how  long  does  it  apply? 

A.  Until  train  reaches  the  end  of  the  Division  or  Sub- 
division, if  subdivided  and  applies  to  Work  Extras  until  tied 
up  for  the  day. 

Q.  When  ready  to  leave  initial  station  of  a  Division  or 
Subdivision  on  a  new  train,  or  commencing  work  on  a  day 
following,  if  such  order  is  not  received,  should  it  be  considered 
in  effect? 

A.     No. 

Q.  If  track  order  is  received  when  starting  on  a  run  and 
engine  and  crew  make  several  short  trips  between  inter- 
mediate stations,  round  trip,  work  extra  or  otherwise,  should 
such  order  be  considered  in  effect  while  making  such  trips? 

A.    Yes. 

Q.  When  an  order  requires  a  specified  speed  over  a  piece 
of  track,  bridge,  etc.,  does  it  mean  that  no  part  of  train  must 
be  moved  over  it  at  a  speed  greater  than  that  specified? 

A.    Yes. 

Q.  Should  a  speed  of  a  specified  number  of  miles  per  hour 
or  train  required  to  consume  a  specified  number  of  minutes 
per  mile  be  specified  in  an  order  when  possible  to  do  so? 

A.     Yes. 

Q.  If  an  order  is  received  to  run  carefully  or  run  slow, 
how  is  it  to  be  considered? 

A.  It  is  then  a  matter  of  judgment  on  part  of  engineman. 
Such  orders  are  indefinite. 

Q.  Should  track  orders  be  respected  even  though  infor- 
mation is  received  from  another  source  that  track  is  good  for 
normal  speed? 

A.    Yes. 


Page  283 


QUESTIONS  AND  ANSWERS— TRAIN  ORDERS  FORM 
A— MEETING  POINT. 

ODD  NUMBERS  WESTWARD  AND 

E~~  SUPERIOR  BY  DIRECTION  ~~W 
ABCDEFGH 
O O O O O O O O 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

ORDER  i 
No.  21  meet  Extra  72  East  at  E. 

ORDER  2 

Extra  72  East  has  right  over  No. 
21  E  to  G. 

Q.  If  Extra  72  East  with  Order  1  on  arrival  at  E,  No. 
21  not  having  arrived,  received  Order  2,  may  it  leave  E?  If 
not,  why? 

A.  No.  Order  1  is  in  effect  until  fulfilled,  superseded  or 
annulled,  and  must  be  annulled  before  Extra  72  East  can  use 
Order  2. 

ORDER  3 

No.  7  meet^  No.  8  at  D  instead  of  E, 
No.  8  receives  this  order  at  D. 

Q.  Which  train  should  under  ordinary  conditions  take 
siding  at  D,  and  why? 

A.  No.  7,  No.  8  will  keep  the  main  track  at  D  expecting 
to  go  to  meeting  point  E  until  it  receives  Order  3  at  D.  No. 
7  having  received  Order  3  prior  to  reaching  D  should  head  in 
to  prevent  both  trains  occupying  the  main  track  at  D. 

ORDER  4 
No.  22  meet  No.  23  at  F. 

Q.  If  on  No.  22  and  First  23  is  at  E,  a  station  beyond 
the  meet,  how  should  No.  22  be  governed? 

A.    Proceed  to  F  and  meet  the  remaining  sections  of  23. 
Q.     When    a   train    is    named   in   an    order    by    its    schedule 
number  alone,  what  does  it  include? 

A.    All  sections  of  the  schedule. 
ORDER  5 
No.  24  meet  First  25  at  D. 

Q.     If  No.  24  finds  First  25  at  C,  how  should  it  be  governed? 

A.  Remain  at  C  and  get  a  flag  out  ahead  to  protect 
against  Second  25. 

Q.  If  First  25  flags  to  C  for  No.  24,  should  First  25  de- 
pend entirely  on  the  whistle  of  engine  to  protect  No.  24? 

A.  No.  First  25  should  flag  and  notify  No.  24  of  their 
arrival. 

ORDER  6 

No.  27  take  siding,  meet  No. 
24  at  F,  No.  26  at  E  and  No. 
28  at  D. 
Page  284 


Q.     Where  should   No.   27   take  siding:? 
A.    At  F,  E  and  D. 

ORDER  7 
No.  23  meet  No.  24  at  D. 

ORDER  8 

No.  23  meet  Second  24 
at  C. 

Q.  If  First  24  is  at  D  on  arrival  of  No.  23,  and  No.  23  is 
given  Order  8,  what  should  No.  23  do? 

A.  Remain  at  D  until  Order  7  is  annulled,  or  an  order  re- 
ceived to  meet  Second  23  at  C  instead  of  D. 

ORDER  9 
No.  21  meet  No.  22  at  E. 

ORDER  10 
No.  21  meet  No.  22  at  D. 

Q.  How  should  No.  21  be  governed  with  both  Orders  9 
and  10? 

A.  Remain  at  E  until  Order  9  is  fulfilled,  superseded  or 
annulled,  or  until  No.  22  becomes  more  than  12  hours  late  or 
is  annulled  as  both  orders  are  in  effect  and  neither  must  be 
violated. 

Q.  How  should  No.  22  be  governed  with  both  Orders  9 
and  10? 

A.    Remain  at  D  for  the  same  reason  No.  21  remains  at  E. 
Q.     What    is    the    result,    and    who    is    responsible    for    the 
condition? 

A.  Nos.  21  and  22  are  held  a  station  apart  waiting  for 
each  other.  The  Dispatcher  is  at  fault  for  omitting  "in- 
stead of". 

ORDER  II 
No.  41  meet  No.  42  at  D. 

ORDER  12 

No.  41  meet  No.  42  at  C 
instead  of  D. 

ORDER  13 

Order  No.  12  is  annulled. 

Q.  After  Order  13  is  received  how  should  No.  42  be 
governed  ? 

A.  Clear  No.  41's  schedule.  Get  a  flag  out  immediately  if 
No.  42  is  then  due  or  overdue. 

Q.  Why  can  not  No.  42  go  to  D  for  No.  41  after  Order  13 
annuls  the  meet  at  C? 

A.  Order  12  superseded  Order  11,  therefore  there  is  no 
order  to  meet  at  D. 

ORDER  14 

Eng  71  run  extra  H  to  A 
and  meet  Extra  72  East  at  F. 

Page  285 


_^    ODD  NUMBERS  WESTWARD  AND      .  ... 

SUPERIOR  BY  DIRECTION  ~W 

ABCDEFGH 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CUSS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

ORDER  15 

Extra  71  West  meet  Extra  72 
east  at  E  instead  of  F. 

ORDER  16 
Order  No.  15  is  annulled. 

Q.  Where  is  the  meeting  point  between  Extras  71  and  73 
after  Order  16  is  issued? 

A.  There  is  none.  Order  15  superseded  the  meet  at  F  and 
the  meet  can  not  be  used  again.  Order  16  annulled  the  meet 
at  E,  leaving  the  two  extras  without  a  meeting  point,  pro- 
vided neither  extra  had  been  annulled  prior  to  the  issue  of 
Order  16. 

Q.     How  should  Extra  71  be  governed? 
A.     Proceed  on  its  running  order. 

Q.     If  Extra  72  holds  authority  to  run  and  there  is  a  col- 
lision between  the  two  extras,  who  is  at  fault? 
A.    Dispatcher. 

ORDER  17 
No.  i  meet  No.  2  at  D. 

ORDER  18 

No.  i  meet  No.  2  at  C 
instead  of  D. 

ORDER  19 

No.  i  meet  No.  2  at  D 
instead  of  C. 

Q.     Are  Orders  17,  18  and  19  according  to  form? 

A.     Yes. 

Q.  If  Orders  18  and  19  are  received  at  the  same  office  which 
should  be  considered  first? 

A.    Order  18,  the  earliest  issued. 

Q.  Would  the  Dispatcher  be  using  good  judgment  in  Is- 
suing orders  in  this  manner?  If  not,  how  should  they  be 
issued? 

A.  No.  Dispatcher  should  annul  Order  18  and  make  the 
meet  at  D. 

Q.  If  Order  19  read  "meet  at  B  instead  of  C"  would  it  be 
proper  and  safe? 

A.    Yes. 


Page  286 


\ 


ODD    NUMBERS    WESTWARD    AND    SUPERIOR    BY 
DIRECTION  ON  SINGLE  TRACK. 

ORDER  20 
No.  3  meet  No.  4  at  B. 

ORDER  21 

No.  4  meet  No.  3  at  C 
instead  of  B. 

Q.  Provided  no  order  is  received  moving:  No.  3  against  the 
current  of  traffic  or  singling  the  double  track,  how  should 
No.  4  be  governed  on  arrival  at  C,  the  end  of  double  track, 
if  No.  3  is  not  there? 

A.  Proceed  with  current  of  traffic  but  not  beyond  F  until 
it  is  known  that  No.  3  has  arrived. 

Q.     Is  a  meet  order  the  best  one  to  use  in  this  case? 
A.    No.     Form   C    (right  order)    is   preferable  and   should 
be  used. 

Q.     How  should  No.  3  be  governed  on  arrival  at  C? 
A.    Must  not  leave  C  until  it  is  known  that  No.  4's  sched- 
ule has  been  fulfilled  into  C. 

ORDER  22 

Eng  76  run  extra  A  to  H  and 
meet  Extra  77  West  at  C. 

Q.  If  Extra  77  West  is  between  H  and  F,  should  the 
order  be  issued  in  this  form? 

A.  No,  as  there  is  nothing  to  prevent  Extra  76  East  from 
leaving  F  before  the  arrival  of  Extra  77  West.  However  Extra 
76  East  should  question  the  order  before  leaving  F. 

Q.  Under  what  circumstances  should  the  above  order  be 
issued? 

A.  Only  when  Extra  77  West  is  at  F  or  C,  or  between 
those  points  on  the  double  track. 

Q.  If  Extra  77  West  is  between  H  and  F,  how  should 
the  order  be  given? 

A.  Eng.  76  run  extra  A  to  H  has  right  over  Extra  77 
West  A  to  C  and  not  leave  F  unless  Extra  77  West  has 
arrived. 

Q.  If  it  is  desired  to  start  an  extra  east  from  C  and 
Extra  77  West  holds  running  orders  H  to  A  and  has  not  ar- 
rived at  F,  or  their  arrival  at  F  is  not  known,  how  should 
the  order  be  issued? 

A.    Eng  76  run  extra  C  to  H  and  meet  Extra  77  West  at  F. 

Q.  Would  it  be  necessary  to  give  Extra  77  West  a  copy 
of  the  order? 

A.     No. 

20  Page  287 


ODD  NUMBERS  WESTWARD  AND ... 

SUPERIOR  BY  DIRECTION 

B           C           D           E            F            G  H 

_O O O O O O O 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

Q.  If  Extra  79  West  is  by  B  and  it  is  desired  to  run 
Engine  76  extra  A  to  H,  how  should  the  order  be  given? 

A.  Eng  76  run  extra  A  to  H  and  meet  Extra  79  West  at 
A,  or,  after  the  arrival  of  Extra  79  West  at  A  Eng  76  run 
extra  A  to  H.  (The  last  is  preferable.) 

Q.  Eng  79  run  extra  H  to  A  and  meet  Extra  80  East  at  G. 
If  G  is  a  registering  station  and  an  Extra  80  East  appears  on 
the  register  at  G,  but  not  in  sight,  how  should  Extra  79  West 
be  governed? 

A.  Check  the  time  of  arrival  of  Extra  80  East  and  if  it  is 
later  than  the  time  the  order  making  the  meet  with  Extra  79 
West  was  repeated  or  X  response  sent,  if  X'd,  proceed  unless 
a  special  rule  or  instructions  require  Extra  79  West  to  see 
Extra  80  East  at  G,  or  obtain  an  order  superseding  or  an- 
nulling the  order,  or  one  stating  that  Extra  80  East  has  ar- 
rived at  G  on  Order  No.  . 

Q.  If  Extra  80  East  had  right  over  Extra  79  West  to  G, 
how  should  Extra  79  West  be  governed  if  an  Extra  80  East  ap- 
pears on  the  register  at  G? 

A.    The  same  as  if  it  was  a  meet. 

Q.  No.  9  meet  No.  8  at  D,  a. register  station.  If  on  No. 
9  and  No.  8  is  in  the  east  end  of  yard  at  D  displaying  markers 
and  without  signals,  has  No.  8  been  met  under  the  order? 

A.  No.  No.  9  must  check  register  at  D  as  No.  8  may  have 
displayed  signals  to  D  and  took  them  down,  and  then  moved 
to  east  end  of  yard. 

Q.  If  under  this  order  No.  8  is  not  seen  before  reaching 
the  register,  would  it  be  necessary  for  No.  9  to  check  the  reg- 
ister for  No.  8,  and  why? 

A.  Yes.  No.  8  may  have  arrived  and  engine  and  equipment 
turned  back,  or  first  section  may  have  arrived,  registered  in, 
taken  down  signals  and  backed  up  to  west  end  of  yard. 

Q.  If  No.  8,  or  any  section  of  No.  8,  does  not  appear  on 
the  register,  and  No.  9  finds  No.  8  in  the  west  end  of  the  yard 
without  signals,  may  No.  9  proceed,  and  why? 

A.  Yes,  if  No.  8  is  displaying  signals  to  D  it  must  not 
take  them  down  until  it  arrives  and  registers  in. 

Q.  If  No.  2  receives  a  meet  with  No.  1  at  H,  the  end  of 
the  Division  or  Subdivision,  and  the  same  crew  leaves  H  on 
No.  2  on  another  Division  or  Subdivision  holding  a  meet  with 
No.  1  at  J,  should  order  read  "instead  of  H"? 

A.  No.  However,  had  No.  2  been  given  right  over  No.  1 
to  H  instead  of  a  meet  a  question  of  this  kind  could  not  arise. 


Page  288 


FORM  B— PASS  OE  RUff  AHEAD. 

ORDER  23 

Extra  75  West  run  ahead 
of  No.  9  F  to  D. 

Q.     How  should  No.  9  run  F  to  D? 

A.  Should  run  with  caution,  looking  out  for  Extra  75 
West  ahead,  unless  some  form  of  block  signals  is  used. 

Q.  Within  automatic  block  system  may  No.  9  under  Order 
23,  make  its  usual  speed  if  signals  indicate  proceed? 

A.     Yes. 

Q.  If  no  block  system  and  track  is  seen  to  be  clear,  may 
No.  9  make  its  usual  speed? 

A.    Yes. 

Q.  If  no  block  system  and  track  ahead  is  obscure  owing 
to  fog:,  snow  storms,  canyons,  tunnels  or  other  obstruction,  or 
at  night,  how  should  No.  9  be  governed? 

A.  Proceed  at  a  speed  at  which  stop  can  be  made  if  Extra 
75  West  is  approached  moving  at  a  slower  speed  than  No.  9, 
and  avoid  a  rear  end  collision. 

Q.  If  on  Extra  75  West,  no  block  system  and  view  is 
obscure  to  rear,  especially  if  making  slow  time,  how  should 
rear  of  train  be  protected? 

A.  By  fusee,  and  if  a  stop  is  to  be  made,  flagman  should 
drop  off  and  protect. 

Q.  If  Order  23  authorized  a  regular  train  of  a  lower  class 
than  No.  9,  and  under  same  conditions  as  Extra  75  West,  how 
should  it  be  governed? 

A.    The  same  as  Extra  75  West. 

Q.  If  the  first  named  train  is  overtaken  before  reaching 
D,  would  it  be  good  judgment  to  let  No.  9  pass  and  save 
further  delay,  or  proceed  to  D  where  the  order  permits? 

A.  Under  ordinary  conditions  it  would  be  good  judgment 
to  let  No.  9  by. 

ORDER  24 

Extra  95  West  pass  No.  5  at 
E. 

Q.     How  should  Extra  95  West  approach  E? 

A.    Expecting  to  find  No.  5  on  main  track. 

Q.  Should  No.  5  keep  the  main  track  if  it  is  practicable  to 
clear  and  save  delay  to  Extra  95  West,  thereby  saving  delay 
to  itself? 

A.     No. 

Q.  Should  Dispatcher  state  in  the  order  which  train 
should  take  the  siding  at  E? 

A.  Yes,  if  he  is  not  in  doubt  as  to  existing  conditions 
at  E;  if  so,  leave  it  to  judgment  of  trainmen. 

Q.  After  Extra  95  West  passes  No.  5  at  D,  do  the  same 
conditions  then  exist  as  between  Extra  75  West  and  No.  9 
under  Order  23? 

A.     Yes. 

Page  289 


^    ODD  NUMBERS  WESTWARD  AND    f .„ 

SUPERIOR  BY  DIRECTION                      W 
A            B           C            D     -      E            F            G  H 

O O O O O O O O 

FIRST  CUSS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

ORDER  25 

No.  44  run  ahead  of  No.  8 
tin  til  overtaken. 

Q.     Should   No.  8  approach  all   stations   expecting  to   pass 
No.  44? 
A.    Yes. 

Q.  Does  Order  25  relieve  No.  44  from  protecting  when  re- 
ducing speed  or  in  taking  siding  at  point  where  No.  8  is  to 
pass? 

A.  No,  No.  44  should  take  unusual  precaution  in  protect- 
ing to  rear,  especially  where  view  is  obscure. 

ORDER  26 
No.  i  pass  No.  5  when 
overtaken. 

Q.  How  should  No.  1  and  No.  5  be  governed  under 
Order  26? 

A.  In  the  same  manner  as  No.  44  and  No.  8  under 
Order  25. 

Q.  When  an  inferior  train  receives  an  order  to  pass  a 
superior  train,  does  it  authorize  the  inferior  train  to  run 
ahead  of  superior  train,  and  how  far? 

A.  Inferior  train  is  authorized  to  run  ahead  to  the  end  of 
the  run  of  its  schedule  or  running  order  on  the  Division  or 
Subdivision. 

Q.  If  a  train  receives  an  order  to  pass  another  at  a  speci- 
fied point,  or  when  overtaken,  and  train  to  pass  is  displaying 
green  signals,  how  should  train  to  be  passed  be  governed? 

A.  When  passed  or  overtaken  by  the  first  section,  all  sec- 
tions must  be  permitted  to  pass  as  ruled  by  A.  R.  A.,  Oct. 
21,  1912. 

Q.  Should  Dispatcher  use  examples  under  Form  B  to 
move  a  slow  train  ahead  of  a  fast  passenger  train  when  same 
may  be  done  with  a  time  order? 

A.    No,  only  use  the  run  ahead  form  in  emergency  cases. 

FORM  C— RIGHT  OVER  OPPOSING  TRAINS. 

ORDER  27 

No.  2  has  right  over  No.  I 
C  to  F. 

Q.  If  No.  1  and  No.  2  meet  at  either  C  or  F,  which  should 
take  siding? 

A.     No.  2. 

Q.  If  No.  1  and  No.  2  meet  between  C  and  F,  which 
should  take  siding? 

A.     No.   1. 

Page  290 


am 


Q.  Under  what  circumstances  may  No.  1  leave  F  before 
arrival  of  No.  2? 

A.  Provided  No.  1  can  clear  No.  2  as  much  as  No.  2 
was,  before  Order  27  was  issued,  required  to  clear  No.  1 
or  as  authorized  by  train  order. 

Q.  Being  trains  of  the  same  class,  how  much  should  No.  1 
clear  No.  2  between  F  and  C? 

A.  No.  1  must  be  into  clear  of  main  track  before  No.  2's 
leaving  time. 

Q.  If  No.  1  reaches  C  clearing  No.  2's  time  (either  sched- 
ule or  time  order)  how  will  No.  1  be  governed? 

A.  Proceed  on  their  run  from  C  the  same  as  if  the  order 
had  not  been  issued. 

Q.  If  No.  1  reaches  a  point  between  F  and  C  for  No. 
2,  what  is  conductor's  duty? 

A.    Stop  No.  2  and  notify  it  of  their  arrival. 

Q.  If  No.  1  failed  to  notify  No.  2  in  case  they  meet  be- 
tween F  and  C,  what  would  be  the  result? 

A.  No.  2  probably  not  knowing  it  had  met  No.  1  would 
head  in  at  F  and  wait  for  them,  and,  if  F  was  a  register  sta- 
tion, would  head  in  and  be  delayed  until  register  could  be 
consulted.  . 

ORDER  28 

No.  4  has  right  over  First 
3  B  to  D. 

Q.     If  First  3  clears  No.  4  at  C,  what  should  it  do? 

A.  Drop  a  flagman  off  to  stop  Second  3,  and  stop  No.  4 
and  notify  it  of  their  arrival. 

Q.  When  No.  4  is  notified  of  First  3's  arrival  at  C,  what 
should  it  do? 

A.  Send  a  flagman  ahead  immediately  to  protect  against 
Second  3.  (It  is  understood  rear  is  properly  protected). 

Q.  May  this  condition  exist  when  order  is  issued  in  this 
manner  even  though,  there  is  no  time  that  can  be  cleared? 

A.  Yes,  the  second  named  train  may  flag  to  some  station 
between  those  designated  in  the  order  and  create  the  same 
condition. 

Q.  Should  Dispatcher  issue  the  necessary  orders  to  pre- 
vent a  condition  of  this  kind  when  possible  to  do  so? 

A.    Yes. 

ORDER  29 

No.  8  has  right  over  Second 
7  E  to  G. 

Q.  How  should  No.  8  regard  sections  of  No.  7  between  E 
and  G. 

A.  Clear  the  time  of  the  first  section,  go  to  G  and  remain 
for  second  and  following  sections,  if  any,  unless  Second  7 
is  met  between  E  and  G.  If  met  between  E  and  G  with 
green  signals,  protect  and  remain  for  last  section  unless  ad- 
ditional orders  permit  further  progress.  If  Second  7  is  at 

Page  291 


^    ODD  NUMBERS  WESTWARD  AND ... 

SUPERIOR  BY  DIRECTION  W 
ABCDEFGH 
O O O O O O O O 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

F  without  signals,   Order  29  is  fulfilled  and   No.  8  may  pro- 
ceed to  next  register  station  and  check  as  required  by  rule. 

ORDER  30 

Extra  81  West  has  right 
over  No.  26  G  to  D. 
ORDER  31 

Extra  81  West  wait  at  F 
until  9:30  AM  for  No.  26. 

Q.  How  much  must  No.  26  clear  Extra  81  West  on  the 
9:30  A.  M.  wait? 

A.    Not  less  than  five  minutes. 

Q.  Were  it  not  for  Order  31,  could  No.  26  leave  D  before 
arrival  of  Extra  81  West? 

A.    No,  not  under  Order  30  alone. 

Q.  If  Second  2  holds  right  over  No.  1  15  to  I)  may  No.  1 
leave  D  after  No.  2  becomes  due  and  First  No.  2  has  not  ar- 
rived assuming  that  it  may  move  against  Second  No.  2  until 
First  No.  2  is  met? 

A.  No,  No.  1  must  not  move  out  of  D  unless  it  can  clear 
the  time  of  Second  No.  2,  and  in  this  case  it  is  impossible. 

Q.  If  No.  4  is  given  a  meet  with  No.  3  at  F  and  later  an 
order  is  issued  giving  No.  4  right  over  No.  3  F  to  H,  how- 
should  No.  3  at  H  holding  both  orders  be  governed? 

A.  Remain  at  H.  The  issuance  of  orders  in  this  manner 
is  irregular.  No.  4,  however,  should  not  leave  F  until  the 
order  to  meet  has  been  superseded  or  annulled. 

FORM  E— TIME  ORDERS. 

Q.     Should   an   even   hour   be   used   in    giving  time   of   day 
In  train  orders? 
A.    No. 

ORDER  32 

No.  10  run  30  mins  late 
A  to  D. 

Q.     What  effect  has   Order  32   on  the  schedule   of  No.  10? 

A.    It  makes  the  schedule  time  of  No.  10  thirty   minutes 

later  from  A  to  D,  but  does  not  effect  the  leaving  time  at  D. 

Q.     What    time    should    an    opposing    inferior    train    clear 

No.  10  at  D? 

A.  Clear  its  schedule  time  not  less  than  5  minutes  unless 
rules  otherwise  provide. 

Q.     May  the  Dispatcher  start  a  first  section  of  No.  10  from 
D  on  time  after  having  issued  this  order? 
A.    Yes. 

Page  292 


Q.  When  may  Dispatcher  start  a  first  section  of  No.  10 
from  A,  B  or  C? 

A.    Thirty  minutes  late  on  its  schedule. 

Q.  How  should  an  inferior  train  running  ahead  of  No.  10 
with  Order  32  be  governed? 

A.  Add  30  minutes  to  No.  10's  time  as  shown  by  its 
schedule  at  A,  B  or  C  and  clear  as  required  by  Rule  86.  No. 
10,  being  a  first  class  schedule,  the  inferior  train  running 
ahead  should  be  into  clear  at  D  at  the  time  shown  for  No. 
10  at  C  plus  the  30  minute  run  late,  unless  the  schedule  time 
from  C  to  D  is  less  than  the  amount  of  time  clearance  re- 
quired by  Rule  86,  then  that  clearance  should  be  made. 

Q.  If  No.  10  was  a  second  or  inferior  class  train  what  time 
should  an  inferior  train  running  ahead  of  No.  10  clear  at  D, 
assuming  the  clearance  required  is  10  minutes? 

A.  Ten  minutes  before  No.  10's  schedule  time  at  C  plus 
the  30  minute  run  late. 

Q.  May  No.  10  leave  C  thirty  minutes  late  on  its  schedule 
and  pass  or  leave  D  as  early  as  it  may  be  able  to  do  so? 

A.  Yes,  as  the  order  expires  when  No.  10  is  30  minutes 
late  at  C. 

ORDER  33 

No.  10  run  30  mins  late 
A  to  D  and  20  mins  late 
D  to  H. 

ORDER  34 
Eng  85  run  extra  H  to  A. 

Q.  May  trains  be  governed  the  same  between  A  and  D 
under  this  order  as  under  Order  32? 

A.    Yes. 

Q.  May  No.  10  pass  C  30  minutes  late  and  leave  D  20 
minutes  late  under  this  order,  distance,  speed  or  dead  time 
permitting? 

A.    Yes. 

Q.  What  time  should  Extra  85  West  clear  No.  10  at  O, 
F,  E  or  D? 

A.  Clear  No.  10's  schedule  time  at  the  respective  sta- 
tions plus  the  20  minute  run  late  as  required  by  Rule  87. 

Q.  When  may  Dispatcher  start  a  first  section  of  No.  10 
from  D,  E,  F  or  G? 

A.    Twenty  minutes  late  on  its  schedule  time. 
Q.     Should  a  train  be  run,  say,  7  to  12  minutes  late? 
A.     No,  the  time  should  be  such  as  can  be  easily  added  to 
the  schedule  time,  either  ending  in  5  or  0,  preferably  0. 

ORDER  35 

No.  5  run  30  mins  late 
H  to  A. 

ORDER  36 

No.  5  run  40  mins  late 
H  to  A. 

Page  293 


s    ODD  NUMBERS  WESTWARD  AND     < „. 

SUPERIOR  BY  DIRECTION  W 
ABCDEFGH 
O O O O O O O O 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

Q.     Does  Order  36  supersede  Order  35? 

A.     No. 

Q.     How  late  should  No.  5  run? 

A.  Not  less  than  forty  minutes  late.  In  so  doing,  No.  5 
fulfills  both  orders  at  the  same  time. 

Q.     If   Dispatcher   should   annul    Order   36    (the   40   minute 
order)  how  late  would  No.  5  have  an  order  to  run? 
A.    Thirty  minutes  late. 

Q.     If  holding:  both   Orders  35  and  36  and  Dispatcher  an- 
nuls Order  35,  how  late  should  No.  5  run? 
A.     Forty  minutes  late. 

Q.  If  Dispatcher  should  then  annul  Order  36,  how  late 
would  No.  5  have  an  order  to  run? 

A.    Would  not  have  an  order  to  run  late. 
Q.     Is  it  proper  or  necessary  to  supersede  a  run  late? 
F  A.    It  is  neither  proper  nor  necessary. 

ORDER  37 
No.  7  run  40  mins  late 
H  to  A. 

ORDER  38 

No.  7  run  30  mins  late 
H  to  A. 

ORDER  39 
Eng  80  run  extra  A  to  H. 

Q.  Does  Order  38  supersede  Order  37,  and  how  late  should 
No.  7  run? 

A.    No.    No.  7  must  run  not  less  than  40  minutes  late? 

Q.  If  later  the  Dispatcher  annuls  Order  37,  how  late 
sTiould  No.  7  run? 

A.    Not  less  than  30  minutes  late. 

Q.  If  Extra  80  East  holds  both  Orders  37  and  38,  how 
much  time  should  it  use? 

A.  Forty  minutes  more  than  No.  7's  schedule  time  less 
amount  of  clearance  required  under  Rule  87. 

Q.  If  Dispatcher  annuls  Order  37,  how  much  time  should 
Extra  80  East  use? 

A.  Thirty  minutes  more  than  No.  7's  schedule  time  less 
amount  of  clearance  required  by  Rule  87. 


Page  294 


SCHEDULE  OF  NO.  2 

A  8:30 

B  8:40 

C  8:55 

D  9:10 

E  9:27 

F  9:45 

G  9:55 

H  JO. -70 

ORDER  40 
No.  2  wait  at 

A  until  9:05 

B  until  9:13 

C  until  9:20 

D  until  9:30 

ORDER  41 

Eng  75  run  extra  H  to  A. 

Q.  What  time  should  Extra  75  West  clear  at  D  under 
Order  40? 

A.  Not  later  than  9:25  (assuming  the  required  clearance 
to  be  five  minutes). 

Q.  If  Extra  75  West  is  unable  to  make  D,  what  time 
should  it  clear  at  E,  and  why? 

A.  Not  later  than  9:25  as  the  9:30  wait  at  D  applies  at  E 
the  same  as  at  D,  it  being  greater  than  the  schedule  time  at  E. 

Q.     What  time  should   Extra  75  West  clear  No.   2  at  F? 

A.    Not  later  than  9:40. 

Q.  Why  may  Extra  75  West  use  more  time  to  make  F  than 
to  make  D  or  E? 

A.  No.  2's  schedule  time  at  F  (9:45)  is  greater  than  the 
wait  at  D.  When  the  schedule  time  becomes  greater  than  the 
wait,  the  schedule  time  applies. 

Q.  When  may  the  Dispatcher  start  a  first  section  of  No.  2 
from  A,  B,  C,  D,  E  or  F? 

A.    A  9:05,  B  9:13,  C  9:20  and  D  and  E  9:30,  and  F  on  time. 

Q.  If  an  inferior  train  is  running:  ahead  of  No.  2  on  Order 
40  may  the  inferior  train  leave  D  and  go  as  far  ahead  of  No. 
2  as  it  can  clear  the  9:30  wait  at  D  as  required  by  Rule  86? 

A.    Yes. 

Q.  If  the  rules  under  which  one  is  working:  permits  No. 
2  to  be  run  late  on  Order  40,  and  the  following:  order  is 
received : 

ORDER  4*2 
No.  2  run  20  mins  late 
on  Order  40, 
how  would  it  effect  Order  40? 

A.  It  would  make  all  the  times  in  Order  40  A  to  D  in- 
clusive twenty  minutes  greater  than  time  indicated. 

Q.     If  on  Extra  75   West  holding  both   Orders  40  and  42, 
what  time  should  Extra  75  West  clear  No.  2  at  D,  E,  F  or  G? 
A.    Not  later  than  9:45  at  D,  E  or  F  and  9:50  at  G. 

Page  295 


_  .     ODD  NUMBERS  WESTWARD  AND      .  ... 

SUPERIOR  BY  DIRECTION  ~W 

ABCDEFGH 

O O O O O O O O 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

Q.  If  on  an  inferior  train  running:  ahead  of  No.  2  with 
Orders  40  and  42,  may  the  inferior  train  leave  D  and  run 
ahead  of  No.  2  clearing:  it  on  the  wait  at  D  plus  the  twenty 
minute  run  late  on  Order  40  as  required  by  Rule  86? 

A.    Yes. 

Q.  When  may  Dispatcher  start  a  first  section  of  No.  2 
from  A,  B,  C,  D,  E,  F  or  G  after  issuing  Order  42? 

A.    A  9 :25,  B  9 :33,  C  9 :40,  D,  E  and  P  9 :50  and  G  on  time. 

Q.  If  Order  42  read  "No.  2  run  20  mins  late  on  Order  40 
from  C,  could  the  20  minutes  be  added  to  the  time  of  Order 
40  at  A  and  B? 

A.    No,  only  at  C  and  D. 

Q.  May  the  20  minutes  in  Order  42  be  added  to  No.  2's 
schedule  time  at  any  station  or  under  any  circumstances? 

A.     No. 

ORDER  43 

No.  4  wait  at  C  until  4:30 
PM  for  Extra  75  West. 

Q.     May  No.  4  leave  C  before  4:30  P.  M.?     If  so,  how? 

A.  If  Extra  75  West  arrives  before  4:30  P.  M.  No.  4  may 
go,  provided  it  is  due  to  leave. 

Q.  If  Extra  75  West  is  unable  to  make  C  and  clear  No. 
4  five  minutes,  may  it  use  the  4:30  P.  M.  to  clear  at  D  or  any 
other  station  between  C  and  H  where  4:30  P.  M.  is  later  than 
the  schedule  time? 

A.  Yes,  provided  it  clears  the  4:30  P.  M.  not  less  than  five 
minutes.  If  the  schedule  time  at  any  station  between  C  and  H 
is  greater  than  the  4:30  P.  M.  wait,  would  clear  the  schedule 
time. 

Q.  May  any  train  other  than  Extra  75  West  use  this 
order? 

A.     No. 

Q.  Assuming:  the  schedule  time  at  D  to  be  4:25  P.  M.  and 
at  E  4:35  P.  M.,  what  is  the  earliest  time  a  first  section  of  No. 
4  could  be  started  from  Stations  C,  D  or  E? 

A.  Could  not  start  a  first  section  of  No.  4  from  C  or  D 
before  4:30  P.  M.  unless  Extra  75  West  had  arrived,  and  from 
E  4:35  P.  M.  (on  time). 

ORDER  44 
No.  4  wait  at  D  until 
6:30  PM. 

Q.     May  No.  4  leave  D  before  6:30  P.  M.? 
A.     No. 

Q.     May    any    inferior    train    receiving-   this    order    use    the 
time  less  the  required  clearance? 
A.    Yes. 


Page  296 


Q.  Assuming  the  schedule  time  at  E  to  be  6:20  P.  M. 
and  at  F  6:35  P.  M.,  when  may  a  first  section  of  No.  4  be 
started  from  D,  E  or  F? 

A.    D  or  E  6:30  P.  M.,  F  6:35  P.  M.  (on  time). 

Q.  If  No.  4  receives  an  order  to  wait  at  D  until  6:40 
P.  M.  for  Extra  75  West  and  on  arrival  at  D  receives  an  order 
to  meet  Extra  75  West  at  E,  may  No.  4  leave  D  before  the 
6:40  P.  M.  wait  expires? 

A.  No,  the  wait  must  be  annulled  to  permit  No.  4  to  leave 
D  before  6:40  P.  M. 

FORM  F— SECTIONS. 

Q.     When  creating  a  section  must  it  be  given  a  copy  of  all 
train   orders   which   restrict  the   schedule  or   particular   section 
of  the  schedule  of  which  it  is  to  run? 
A.    Yes. 

ORDER  45 

Eng  75  display  signals  and 
run  as  First  5  H  to  A. 

ORDER  46 

Eng  85  run  as  Second  5 
H  to  A. 

Q.     How  should  Orders  45  and  46  be  addressed? 
A.    Order  45  to  C&E  Eng  75  and  Order  46  to   C&E  Eng 
85  at  H. 

Q.     Does  Second  5  require  a  copy  of  Order  45? 
A.    No.     Orders  45  and  46  are  single  order  forms  and  are 
only   to  be  used  when   Dispatcher  does  not  know  the  engine 
number  of  the  following  section  at  the  time  the  preceding  sec- 
tion is  created. 

Q.     If  Engine  85   received  a  copy     of    Order    45    would  it 
authorize  them  to  run  as  the  second  section? 
A.     No. 

Q.     Must  Engine  85  display  signals  under  Order  46? 
A.     No. 

Q.  If  it  is  desired  to  run  a  third  section  of  No.  5,  how 
should  Order  46  read? 

A.  "Eng  85  display  signals  and  run  as  Second  5  H 
to  A". 

ORDER  47 

No.  6  display  signals  A  to  F 
for  Eng  80. 

Second  6  display  signals 
B  to  D  for  Eng  90. 

Q.     How  should  Order  47  be  addressed? 
A.    To   C&E    No.   6   and   Eng   80   at   A   and   to   Engine   90 
at  B. 

Q.     Is  it  necessary  to  state  which  engine  will  run  as  No. 
6  from  F? 
A.     No. 

Q.     Should  Engine  90  display  signals  B  to  D? 
A.     No. 

Page  297 


.      ODD  NUMBERS  WESTWARD  AND  ... 

SUPERIOR  BY  DIRECTION  W 

ABCDEFGH 

O O O O O O O O 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

Q.     How  should  First  6  be   governed  on  arrival  at  F  and 
Second  6  on  arrival  at  D? 

A.    Take  down  signals  and  comply  with  Rule  96. 
Q.     If  B  is  not  a  register  station,  should  Dispatcher  protect 
any  inferior  train  following  Second  6  between  A  and  B  from 
leaving  B  ahead  of  Third  6? 
A.    Yes. 

ORDER  48 

Engs  75,  85  and  95  run  as 
First,  Second  and  Third 
i  H  to  A. 

Q.     How  should  this  order  be  addressed? 

A.    To  C&E  Engs  75,  85  and  95  at  H. 
Q.     Which  engines  display  signals? 
A.    Engines  75  and  85. 

Q.     When   authorizing   sections  to   run   to  an   intermediate 
point    of   a   schedule   under   forms    like   those   of   Orders   45,   46 
and   48,    is   it   necessary   to   state    which   engines    shall   assume 
the   schedule  beyond   such   intermediate   point,   and  how? 
A.    Yes,  the  orders  should  be  issued  as  follows : 

ORDER  49 

Eng  75  display  signals  and 
run  as  First  5  H  to  D 
and  as  No.  5  D  to  A. 

ORDER  50 

Engs  75,  85  and  95  run  as 
First,  Second  and  Third 
i  H  to  D.    Engs  75  and  95 
run  as  First  and  Second 
I  D  to  A. 

Q.     How  should  Engine  85  be  governed  on  arrival  at  D  as 
Second   1? 

A.    Clear  the  main  track  and  take  down  signals. 
Q.     Would  it  be  necessary  in  this  case  for  crew  of  Engine 
85  to  comply  with  Rule  96? 

A.    Yes,  the  same  as  if  they  were  to  run  as  second  section 
from  D  with  no  signals. 

Q.     Under     Order    50    should    Engine    95    display     signals 
from  D? 
A.     No. 

ORDER  51 

Engs  70,  80  and  90  run  as 
First,  Second  and  Third 
8  A  to  H. 

Page  298 


ORDER  52 

Eng  100  display  signals  and 
run  as  Second  8  D  to  H. 
Following  sections  change 
numbers  accordingly. 
Q.     How  should  Order  52  be  addressed? 
A.    To  C&E  Second  and  Third  8  and  Eng  100. 
Q.     When  Eng  100  becomes  the  second  section  at   D,  how 
are  Engs  80  and  90  governed? 

A.  Engine  80  becomes  third  section  and  Engine  90  becomes 
fourth  section  of  No.  8. 

Q.     May  a  first  section  be  added  in  this  manner? 
A.    No,    nothing    is    gained    by    it.     Example   4,    Form    F 
should  be  used,  annulling  original  signal  order. 

ORDER  53 

Engs  75,  85  and  95  run  as 
First,  Second  and  Third 
7  H  to  A. 

ORDER  54 

Eng  85  is  ^withdrawn  as  Second 
7  at  D.    Following  section 
change  numbers  accordingly. 
Q.     How  should  order  54  be  addressed? 
A.    To  C&E  Second  and  Third  7. 
Q.     How  should  Engines   85  and  95  be   governed? 
A.    Engine  85  drops  out  at  D  and  Engine  95  takes  sec- 
ond place.     (No  signals). 

Q.  May  the  form  used  in  Order  54  also  be  used  to  drop  a 
last  section? 

A.    No;  Example  8,  Form  F,  should  be  used. 

ORDER  55 

Engs  7°,  80  and  90  run  as 
First,  Second  and  Third 
2  A  to  H. 

ORDER  56 

Eng  76  instead  of  Eng  80 
display  signals  and  run  as 
Second  2  C  to  H. 

Q.     How  should  Order  56  be  addressed? 

A.    To  C&E  Second  2  and  Eng  76. 

Q.     How  should  Engines  80  and  76  be  governed? 

A.  Engine  80  drops  out  and  Engine  76  runs  as  Second  2 
displaying  signals  C  to  H.  If  it  is  desired  to  change  engines 
on  the  last  section  the  words  "display  signals  and"  should 
be  omitted. 

ORDER  57 

Engs  72,  74  and  84  run  as 
First,  Second  and  Third 
6  A  to  H. 

Page  29? 


.     ODD  NUMBERS  WESTWARD  AND ... 

SUPERIOR  BY  DIRECTION  W 
ABCDEFGH 
O O O O O O O O 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

ORDER  58 

Second  6  take  down  signals 
at  E. 

Q.     How  should  Order  58  be  addressed? 

A.    To  C&E  Second  and  Third  6. 

Q.     How   should  Second  6  Eng  74  be   governed? 

A.  Take  down  signals  at  E  and,  if  E  is  a  regular  station, 
register  in  as  Second  6  with  green  signals  and  register  out 
as  Second  6  with  no  signals,  using  two  lines  of  register  for  the 
purpose,  unless  register  provides  space  for  registering  signals 
in  and  signals  out  on  same  line. 

Q.     May  the  third  section  proceed  beyond  E? 

A.     No. 

Q.  If  there  is  an  operator  at  E  and  no  register  how  should 
Second  6  be  governed,  provided  the  third  section  has  not 
arrived  ? 

A.  Arrange  with  the  operator  in  writing  to  notify  all  op- 
posing trains  that  the  second  section  took  down  signals  and 
the  third  section  has  not  arrived.  If  the  third  or  following 
sections  should  display  signals  to  E,  operator  should  con- 
tinue to  notify  opposing  trains  until  last  section  arrives  or 
schedule  of  No.  6  becomes  more  than  12  hours  late  at  E. 

Q.  After  the  second  section  takes  down  signals  at  E,  if 
operator  at  E  should  receive  the  annulment  of  Third  6  into 
E,  would  it  then  be  necessary  to  notify  opposing  trains? 

A.     No. 

Q.  If  no  register  or  operator  at  E,  but  there  is  a  switch- 
tender,  how  should  Second  6  be  governed? 

A.  Arrange  with  the  switch-tender  the  same  as  if  he 
were  an  operator,  provided  he  is  considered  reliable. 

Q.  If  no  register,  operator  or  switch-tender,  how  should 
Second  6  be  governed? 

A.  Leave  a  flagman  with  the  same  written  instructions 
as  if  he  were  an  operator,  unless  some  other  provision  is  made. 

Q.  How  should  Second  6  register  at  next  register  station 
if  E  is  a  non-register  station? 

A.    Signals  carried  to  E. 

Q.  If  an  opposing  inferior  westward  train  is  authorized 
by  rule  to  register  by  ticket  at  the  register  station  where  Sec- 
ond 6  registers  signals  taken  down  at  E,  how  should  operator 
at  register  station  be  governed? 

A.  Stop  such  opposing  westward  train  and  notify  it  that 
Second  6  took  down  signals  at  E. 

Q.  In  addition  to  the  notice  to  all  opposing  trains  of  the 
same  class  and  opposing  inferior  trains  until  the  next  register 

Page  300 


is  reached,  should  Second  6  also  notify  any  opposing  inferior 
train  met  beyond  such  register  station  if  such  opposing  train 
is    by    rule    permitted    to    register    by    ticket    at    the    register 
station? 
A.    Yes. 

ORDER  59 

Engs  70,  72,  78  and  74  run 
as  First,  Second,  Third  and 
Fourth  2  A  to  H. 

ORDER  60 

Engs  78  and  72  reverse  positions 
as  Second  and  Third 
2  F  to  H. 

Q.     How  should  Order  60  be  addressed? 
A.    To  C&E  Second  and  Third  2. 

Q.     How  will  enginemen  on  engines  72  and  78  be  governed? 
A.     Engine  78  will  pass  Engine  72  at  F  and  run  from  F  to 
H  as  Second,  and  Engine  72  will  run  F  to  H  as  Third  2,  dis- 
playing signals  as  before,  exchanging  all  unexpired  orders. 

Q.  If  the  third  and  fourth  sections  were  reversed,  how 
should  signals  be  arranged? 

A.  Engine  74  display  signals  as  third  and  Engine  78  run 
as  fourth  without  signals. 

Q.     If  signals  have  been  displayed  by  a  second  section  A 
to    H,    and    it   is    desired    to   annul   the   third    section    over   the 
entire  run  or  a  part  thereof,  what  form  should  be  used? 
A.    Form  K. 

ORDER  6l 

Engs  94,  96  and  98  run  as 
First,  Second  and  Third 
4  A  to  H. 

Q.     If  it   is  decided  not  to  run   Third  4  from  A  to  H  and 
Second  4  is  at  D,  how  should  Dispatcher  be  governed? 
A.    Issue  the  following  orders: 

ORDER  63 
Second  4  take  down 
signals  at  D. 

ORDER  64 

Third   4    of is 

annulled  A  to  D. 

Q.     If  conditions  permit,  is  there  not  a  better  way? 
A.    Yes,  permit  Second  4  to  display  signals  through  to  H 
and  annul  Third  4  A  to  H. 

Q.  If  Second  4  has  displayed  signals  or  is  permitted  to 
display  them  through  to  H  and  Third  4  has  reached  D  and 
it  is  desired  to  annul  them  D  to  H,  how  should  order  be 
issued  if  D  is  a  non-register  station? 

ORDER  65 

Third  4  of has 

arrived  at  D  and  is  annulled 
D  to  H. 

Page  301 


FORM  G— EXTRA  TRAINS. 

ODD  NUMBERS  WESTWARD  AND 


ABCDEFGH 

o o  —  o o o o o o 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

ORDER   66 

Eng  76  run   extra  A   to  D. 
Q.     How  should  order  66  be  addressed? 
A.     To  C&E  Eng  76. 

Q.     How  should  Extra  76  East  regard  regular  trains? 
A.    Clear  their  time  as  per  rule. 

Q.  How  should  Extra  76  East  regard  opposing  extra 
trains? 

A.  Should  not  consider  opposing  extra  trains  unless  re- 
ceive an  order  to  do  so. 

Q.     WThen   authorizing  an    extra  to   run   must   it   be    given 
orders   respecting  all  opposing  extras   and   work  extras? 
A.     Yes. 

Q.     When    practicable    should    an    extra    be    given    orders 
respecting   opposing   extras   in   the   same    order   authorizing   it 
to  run  extra? 
A.    Yes. 

Q.     If  an  extra  is  authorized  to  run  over  the  limits  of  an 
opposing  extra,   or   limits   of  a   work  extra,   without   provision 
being  made  for  them  to  meet,  who  is  responsible? 
A.    Dispatcher. 

Q.  On  arrival  at  D  on  Order  66  what  should  Extra  76 
East  do? 

A.  Head  in  at  initial  switch  of  siding  as  it  has  no  author- 
ity to  main  track  beyond  that  point  at  D. 

ORDER  67 

Eng  88  run  extra  A  to  C  and 
meet  Extra  75  West  at  C. 

ORDER  68 
Eng  88  run   extra   C   to   H, 

Q.  In  moving  an  extra  to  the  end  of  its  run  against  an 
opposing  extra  which  form  of  order  is  preferable? 

A.  Form  C  (right  over)  but  Form  A  (meeting  point)  is 
permissible. 

Q.     When  is   Order  67  fulfilled? 

A.    On  arrival  of  Extra  88  East  at  C. 

Q.  After  Eng  88  receives  Order  68  how  should  it  be  gov- 
erned with  respect  to  Extra  75  West? 

A.  Proceed  on  its  run  not  considering  Extra  75  West 
unless  other  orders  are  received  regarding  it. 

Q.  When  creating  Extra  88  East  under  Order  68  if  Extra 
75  West  holds  authority  to  move  between  H  and  C,  what  is 
Dispatcher's  duty? 

A.    Provide  a  meeting  point  or  other  means  for  meeting. 

Page  302 


ORDER  69 

Eng  77  run   extra  H   to  D 
and  return   to  H. 

Q.  What  authority  has  Extra  77  to  the  main  track  between 
switches  at  D? 

A.    No  authority. 

Q.  If  an  operator  is  on  duty  at  D  what  should  Extra  77 
East  obtain  before  leaving:? 

A.    A  clearance  card. 

Q.     May  Extra  77  turn  at  any  station  between  H  and  D? 

A.  No,  they  must  make  a  direct  run  to  D  before  using  the 
order  in  the  opposite  direction.  If  emergency  arises  they 
may  flag  from  a  point  not  a  train  order  office  back  to  the 
first  point  of  communication  and  obtain  new  orders. 

Q.     If,  in  addition,  the  following:  orders  are  received: 

ORDER  70 

No.  10  run  50  mins  late 
A  to  H. 

ORDER  71 

No.  9  wait  at  F  until  9:05 
AM,  E  until  9:20  AM. 

ORDER  72 

No.  21  of  -  is  annulled 

H  to  A. 

ORDER  73 

Do  not  exceed  6  miles  per 
hour  between  Mile  Posts 
10  and  15. 

could  Extra  77  use  them  in  both  direction? 
A.     Yes. 

ORDER  74 
Eng  99  run  extra  H  to  C. 

Q.  If  Extra  99  West  is  given  Orders  70,  71,  72  and  73 
and,  on  arrival  at  C,  Engine  99  is  given  an  order  to  run  extra 
C  to  H,  may  it  use  Orders  70,  71,  72  and  73? 

A.  Extra  99  East  should  use  Orders  72  and  73,  but  not 
Orders  70  and  71,  as  Dispatcher  may  have  reduced  the  time  or 
annulled  them  after  Extra  99  West  arrived  at  C  and  before 
the  engine  was  created  Extra  99  East. 

Q.  If  Engine  99  was  given  an  order  to  run  extra  H  to  A 
and,  in  addition,  Orders  70,  71,  72  and  73,  and  at  E  the  Dis- 
patcher annuls  its  running  order  and  gives  it  a  new  running 
order  E  to  A  in  the  same  order  with  the  annulment  ot 
original  order,  should  it  use  Orders  70,  71,  72  and  73? 

A.  Yes,  as  no  time  elapsed  between  the  annulment  of  the 
original  running  order  and  the  new  one,  therefore  the  time 
could  not  have  been  reduced  or  the  time  orders  annulled  with- 
out first  annulling  them  to  Extra  99  West. 

N«te:    Under  1915  revision  Order*  64,  G5  and  72 
21        Should  read  " due  to  leave and  etc."^fl^  3°3 


ODD  NUMBERS  WESTWARD  AND 

SUPERIOR  BY  DIRECTION 
A            B           C           D            E  F 

O O O O O O 

FIRST  CUSS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

ORDER  75 

Engs  80  and  po  run  extra  A 
to  C  and  return  to  A. 

Q.  What  is  there  in  Order  75  to  prevent  one  of  the  extras 
returning  from  C  before  the  other  arrives? 

A.  Nothing,  therefore  they  must  be  protected  as  against 
each  other. 

Q.     State  one  way  of  doing  it. 

A.  Add  to  Order  75  "Extras  80  and  90  East  have  right 
over  Extras  80  and  90  West  A  to  C". 

ORDER  76 
(not  now  standard) 

Eng  82  run  extra  leaving  A 
on  Sunday,  July  4th,  as  follows 
with  right  over  all  trains. 
Leave  A  7:10  AM 
B  7:20  AM 
"      C  7:30  AM 
Arrive  D  7:40  AM 

Q.     How  should  this  order  be  addressed? 

A.  To  C&E  of  all  trains  on  the  road  and  Eng  82.  Also 
to  all  other  trains  authorized  to  run  before  order  76  is 
fulfilled. 

Q.  Is  it  necessary  that  all  trains  on  the  road  receive  this 
order  before  Engine  82  is  permitted  to  use  it? 

A.  Yes,  the  placing  of  the  order  in  advance  of  the  trains 
over  which  it  is  given  right  is  not  sufficient — they  must  have 
the  order,  unless  temporarily  protected  until  it  is  received. 

Q.  May  this  order  be  modified  to  read  a  particular  train  or 
trains  over  which  it  shall  or  shall  not  have  right? 

A.    Yes. 

Q.     Does  the  12  hour  rule  apply  to  Extra  82  East? 

A.  No,  Order  76  is  effective  until  fulfilled,  superseded  or 
annulled. 

Q.  How  much  should  all  opposing  trains  clear  Extra  82 
East? 

A.    No  less  than  five  minutes. 

Q.     How  much  must  all  trains  in  same  direction  clear  it? 

A.    Five  minutes  or  as  much  as  local  rules  require. 

Q.  Is  Extra  82  East  superior  to  all  trains  under  Order 
76,  and  how? 

A.    Yes,  by  right. 

Q.  If  an  assigned  yard  at  B  how  should  Extra  82  East 
move  through  the  yard? 

Page  304 


,. 

A.    The  same  as  other  extras.  (Rule  93). 

Q.     May  Form  E  be  used  in  connection  with  Order  76? 

A.     Yes. 

Q.  If  it  is  desired  to  move  an  opposing:  extra  under  the 
same  form  over  same  limits  during  existence  of  Order  76, 
what  exception  should  be  made? 

A.  The  opposing  extra  should  be  given  right  over  all 
trains  except  Extra  82  East. 

Q.     Does    Order   76   relieve   Extra   82   East    from   protecting 
as  per  Rule  99? 
A.     No. 

ORDER  77 

Eng  79  run  extra  H  to  A  and 
has  right  over  Extra  80  East 
H  to  D  and  wait  at  E  until 
9:30  AM  for  Extra  80  East. 

Q.  On  arrival  at  D  may  Extra  79  West  proceed  if  Extra 
80  East  is  not  there? 

A.    Yes,  as  it  is  not  restricted  between  D  and  A. 

Q.  If  Extra  80  East  is  not  at  D  but  holds  orders  to  run 
between  A  and  D,  how  must  the  Dispatcher  protect  it? 

A.  Add  to  Order  77  "Extra  79  West  take  siding  and  not- 
leave 'D  unless  Extra  80  East  has  arrived". 

Q.  How  much  is  Extra  80  East  required  to  clear  Extra  79 
West  at  E  on  the  9:30  A.  31.  wait? 

A.    Not  less  than  five  minutes. 

Q.  If  on  arrival  of  Extra  79  West  at  D  the  Dispatcher  de- 
sires to  advance  it  against  Extra  80  East  and  makes  a  meet  at 
C,  would  it  be  necessary  to  annul  that  part  of  order  requiring 
Extra  79  West  not  to  leave  D  unless  Extra  80  East  has  arrived? 

A.    Yes. 


Q.  Eng  76  holding  order  to  run  extra  A  to  D,  and  on 
arrival  at  D  an  order  is  received  reading  "Eng  76  run  extra 
A  to  E  instead  of  D",  how  should  Eng.  76  be  governed? 

A.  Remain  at  D  until  an  order  is  issued  to  run  extra  D 
to  E — the  proper  form.  On  arrival  at  D  the  order  to  run  A 
to  D  is  fulfilled  and  there  is  nothing  to  supersede. 

Q.  If  order  was  received  at  some  point  between  A  and 
D  to  run  extra  A  to  E  instead  of  D,  would  it  be  proper? 

A.     No,  an  order  under  Form  G  can  not  be  superseded. 

Q.  If  it  is  desired  to  move  Eng  76  farther  than  D,  how 
should  it  be  done  in  order  to  keep  them  off  the  siding  at  D? 

A.  Annul  order  to  run  extra  A  to  D  at  some  point  between 
A  and  D,  and  issue  new  running  order. 

Q.  If  No.  2  is  given  right  over  No.  1  A  to  F,  and  before 
No.  2  reaches  F  it  is  desired  to  move  it  farther  for  No.  1  and 
keep  No.  2  off  of  the  siding  at  F  how  should  it  be  done? 

A.  Issue  following  order  at  some  point  between  A 
and  F.  "No.  2  has  right  over  No.  1  A  to  H  instead  of  F." 

Page  305 


ODD  NUMBERS  WESTWARD  AND 


W 


SUPERIOR  BY  DIRECTION 
ABCDEFGH 
O O O O O O O O 

FIRST  CLASS  NUMBERS  1TO  10.    SECOND  CUSS  NUMBERS  20  TO  30. 
THIRD  CUSS  NUMBERS  40  TO  50. 

FORM  H— WORK  EXTRA. 

ORDER  78 

Eng  151  works  6:30  AM  to 
6:30  PM  between  B  and  C. 

Q.     How    should    Work   Extra   151    regard    regular    trains? 
A.    Clear  as  required  by  the  rules  and,  if  physically  unable 
to  do  so,  protect  as  per  Rule  99. 

Q.     How  should  Work  Extra  151  regard  extra  trains? 
A.    Whether  standing   or  moving  on   main   track,   should 
protect  itself  in  both  directions. 

Q.     If   two    or   more    work   extras   are   working   within    the 
same  limits,  and   it   is   desired   to   suspend   protection   against 
extra  trains  and  a  work  extra  can  not  be  reached  must  such 
work  extra  be  excepted? 
A.    Yes. 

Q.     Still   considering  the  preceding  question;   if  the  order 
suspending  protection  against  extra  trains  in  a  specified  direc- 
tion be  given  a  work  extra,  would  it  restrict  such  movements 
of  work  extras  in  the  direction  specified? 
A.    Yes. 

ORDER  79 

Eng  155  works  6:10  AM  to  2:30 
PM  between  F  and  G  not 
protecting  against  eastward 
extra  trains. 

Q.  How  should  "Work  Extra  155  regard  westward  extra 
trains? 

A.    Protect  against  them. 

Q.  When  extra  trains  are  run  over  limits  of  a  work  extra 
must  they  be  given  a  copy  of  the  work  extra's  order? 

A.    Yes. 

Q.  If  an  eastward  extra  is  run  over  the  limits  of  Work 
Extra  155,  how  should  it  be  governed? 

A.  It  should  protect  against  Work  Extra  155  with  the 
understanding  that  Work  Extra  155  may  be  moving  at  speed 
against  it  and  know  nothing  of  it. 

ORDER  80 

Eng  165  works  6:30  AM  to  5:30 
PM  between  D  and  E  not  protecting 
against  extra  trains. 

ORDER  81 
Eng  78  run  extra  A  to  H. 


Page  306 


Q.  How  should  Extra  78  East  move  over  limits  of  Work 
Extra  165? 

A.  Under  protection  of  a  flag  with  the  understanding  that 
Work  Extra  165  may  be  moving  at  speed  against  it  and 
know  nothing  of  it. 

Q.  If  the  view  is  obscure  by  dense  fog,  snow  or  sand 
storm,  at  night,  through  canyons  or  tunnels,  or  any  condi- 
tion obstructing  the  view  would  it  be  good  judgment  to  pro- 
ceed through  the  limits  under  flag? 

A.  No,  Extra  78  East  may  crowd  its  flag,  owing  to 
obscure  view,  and  Work  Extra  165  approaching  from  the 
opposite  direction  at  speed  may  cause  a  collision. 

Q.     If  Extra  78  East  can  send  a  flagman  ahead  on  a  train 
preceding  it  would  it  be  safe  to  flag? 
A.    Yes. 

^  ORDER  82 

Work  Extra  175  clears  Extra 
90  East  between  F  and  G 
after  9:30  AM. 

Q.  Whether  required  to  protect  against  extras  or  not, 
must  Work  Extra  175  clear  main  track  by  9:30  A.  M.? 

A.  Yes,  unless  physically  impossible,  then  it  must  protect 
as  per  Rtile  99. 

Q.     What  time  may  Extra  90  East  pass  into  the  limits  of 
Work  Extra  175? 
A.    9:30  A.  M. 

Q.  Should  Extra  90  East  flag  into  limits  of  Work  Extra 
175  if  ready  to  go  before  9:80  A.  M. 

A.    No,  the  rule  positively  states  that  Extra  90  East  must 
not  enter  the  working  limits  before  9 :30  A.  M. 
Q.     Does  this  seem  consistent? 

A.  Yes,  as  order  to  clear  should  be  such  that  it  would 
not  be  necessary  for  Extra  90  East  to  enter  the  limits  before 
the  time  specified.  If  there  is  a  slight  difference  more  would 
be  gained  by  waiting  until  the  time  is  up  than  to  flag. 

ORDER  83 

Work  Extra  185  protects  against 
Extra  95  West  between  F  and  E 
after  10:15  AM. 

Q.  What  time  may  Extra  95  West  enter  the  limits  of 
Work  Extra  185? 

A.    10:15  A.  M. 

Q.  From  Order  83  is  it  evident  that  Wrork  Extra  185 
previously  held  an  order  not  to  protect  against  Extra  95  WTest? 

A.    Yes. 

Q.  Should  Extra  95  West  flag  into  the  limits  of  Work 
Extra  185  if  ready  to  go  before  10:15  A.  M.? 

A.     No. 

Q.  Under  Orders  82  and  83  how  should  extras  run  over 
the  limits  of  work  extras? 

A.  Run  expecting  to  find  the  work  extra  clear  of  the 
main  track  or  protecting  as  order  may  require. 

Page  307 


ODD  NUMBERS  WESTWARD  AND      . 

SUPERIOR  BY  DIRECTION 

ABCDEFGH 
O O O O O O O O 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

ORDER  84 

Work  Extra  195  protects 
against  No.  25  (or  second 
and  third  class  trains) 
between  G  and  H. 

Q.     Does   Order   84  authorize   Work   Extra   195  to  work  on 
the  time  of  No.  25  or  second  and  third  class  trains,  and  how? 
A.    Yes,  under  flag. 

Q.  How  should  No.  25  or  second  and  third  class  trains 
move  over  the  limits  of  Work  Extra  195? 

A.  Run  expecting  to  be  flagged  at  any  time  and  be  able 
to  stop  before  passing  flagman. 

Q.  Should  Dispatcher  give  work  extras  orders  to  protect 
against  unimportant  regular  trains  when  creating  a  work 
extra? 

A.    Yes. 

Q.     If  the  conditions   warrant  may   the  Dispatcher    give  a 
work  extra  an   order  to  protect  against  a  first  class  train? 
A.    Yes. 

ORDER  85 

Work  Extra  191  has  right  over 
all  trains  between  C  and  D 
8:30  PM  to  2:30  AM. 

Q.  Does  Order  85  give  Work  Extra  191  exclusive  right  be- 
tween C  and  D? 

A.    Yes. 

Q.  Is  it  necessary  for  Wrork  Extra  191  to  protect  in  either 
direction  at  any  time? 

A.     No. 

Q.  Are  all  trains  prohibited  from  going  into  limits  of 
\Vork  Extra  191? 

A.    Yes. 

Q.  If  waiting  at  either  C  or  D  for  \Vork  Extra  191  and  it 
arrives  before  2:30  A.  M.,  may  the  waiting  train  proceed? 

A.     No^. 

Q.  Would  it  be  proper  for  Dispatcher  to  help  a  train  into 
the  limits  of  Work  Extra  191  by  making  a  meet,  placing  the 
order  between  the  work  extra  and  meeting  point? 

A.  No,  track  may  be  impassable  at  any  point  within  the 
limits  of  Work  Extra  191. 

Q.  In  an  extreme  emergency  case  would  it  be  good  judg- 
ment to  move  into  limits  of  Work  Extra  191  under  protection 
of  flag  with  the  understanding  that  track  may  be  found  im- 
passable or  blocked  with  cars  at  any  point,  and  work  extra 
working  unprotected  by  flag? 

Page  308 


A.  Yes,  if  conditions  warrant  such  a  move  and  view  of 
track,  weather  and  other  conditions  are  favorable. 

Q.  Are  work  extras  required  to  give  way  to  other  trains 
as  promptly  as  practicable,  and  should  they  take  the  siding? 

A.    Yes,  if  practicable  to  do  so. 

Q.  Should  working  limits  be  as  short  as  practicable;  to 
be  changed  as  progress  of  the  work  may  require? 

A.    Yes. 

Q.  If  on  Work  Extra  194  protecting  against  Extra  76 
East  between  G  and  H,  and  No.  4  with  Engine  76  passes,  would 
it  relieve  Work  Extra  194  from  further  protection? 

A.  No,  the  order  must  be  respected  until  Extra  76  East 
passes.  No.  4  may  have  changed  engines  with  Extra  76  East 
and  No.  4's  engine  is  on  the  extra  running  under  authority 
of  the  order,  or  Engine  76  may  be  used  on  a  westward  train 
and  then  run  east  extra  over  the  limits. 

THE   FOLLOWING   ORDERS   ARE   SOMETIMES   USED   AND 
ARE   NECESSARY  IN   HANDLING    WORK   EXTRAS. 

ORDER  86 

Work  Extra  178  protects 
against  regular  trains  except 
No.  7  between  C  and  D. 

Q.     How  should  Work  Extra  178  regard  No.  7? 

A.    Clear  No.  7's  time  as  per  rules.    The  order  only  author- 
izes   Work    Extra    178    to    use    main    track    under    protection 
against  all  regular  trains  except  No.  7. 
ORDER  87 

Eng  192  works  7:10  AM  to  6:30 
PM  between  A  and  B,  protects 
against  Extra  79  West  after 
10:30  AM,  not  protecting 
against  other  extra  trains. 

Q.  How  should  Work  Extra  192  be  governed  under 
Order  87? 

A.  Protect  after  10:30  A.  M.  against  Extra  79  West. 
Protection  required  under  the  rules  is  suspended  by  this 
order  against  other  extra  trains  and  against  Extra  79  West 
prior  to  10:30  A.  M. 

ORDER  88 

Eng  181  works  6,: 30  AM  to  7:30 
PM  between  F  and  G. 
Westward  extra  trains  wait  at  G 
until  0:30  AM. 

Eastward  extra  trains  wait  at  F 
until  10:15  AM. 

Q.  How  should  Work  Extra  181  be  governed  under 
Order  88? 

A.  Pjftfjp"-*  against  westward  extra  trains  after  9:30  A.  M. 
and  against  eastward  extra  trains  after  10:15  A.  M.  The  order 
suspends  protection  as  required  by  the  rules  until  the  times 
specified. 

Page  309 


SUPERIOR  BY  DIRECTION 
A  B  C  D  E  F       _G H 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

ORDER  89 

Eng  179  works  6:30  AM  to 
5:30  PM  between  B  and  D, 
clears  Extra  76  East,  protects 
against  Extra  85  West  and  Extra 
88  East,  not  protecting  against 
other  extra  trains. 

Q.  How  should  Work  Extra  179  be  governed  under 
Order  89? 

A.  Keep  clear  of  Extra  76  East,  then  protect  against 
Extra  85  West  and  Extra  88  East  until  they  pass,  then  work 
without  protection  against  other  extra  trains. 

ORDER  90 

Eng  189  works  6:15  AM  to  6:15  PM 
between  A  and  B,  protects  against 
Extra  74  East  and  Extra  76  East 
after  10:30  AM  and  Extra  78  East 
after  1:30  PM,  not  protecting 
against  other  eastward  extra  trains 
until  3:30  PM.   Westward  extra  trains 
wait  at  B  until  2:10  PM. 

Q.  Under  Order  90  how  should  Work  Extra  189  be 
governed? 

A.  Protect  against  Extra  74  East  and  Extra  76  East 
after  10:30  A.  M.  and  Extra  78  East  after  1:30  P.  M.  not  pro- 
tecting against  other  eastward  extra  trains  until  3:30  P.  M.r 
protecting  against  westward  extra  trains  after  2:10  P.  M. 

ORDER  91 

Eng  165  works  7:10  AM  to 
6:30  PM  between  C  and  F, 
not  protecting  against 
extra  trains  until  10:30  AM. 
Q.     How  should  Work  Extra  165  be  governed? 
A.    Work  without  protection  against  extra  trains  in  either 
direction    until    10:30    A.    M.    unless    other    orders    to    protect 
before  10:30  A.  M.  are  received.     Order  91  suspends  the  rule 
requiring  protection  against  extra  trains  until  10:30  A.  M. 

Q.  If  on  a  work  extra,  whether  required  to  protect  or 
not,  and  an  order  is  received  creating  an  extra  under  old 
Example  3,  Form  E,  giving  it  right  over  all  trains  or  so 
worded  as  to  include  the  work  extra,  how  should  work  extra 
be  governed? 

A.    Keep  clear  of  the  extra's  time  as  shown  in  the  order. 
Page  310 


ORDER  92 

Eng  175  works  7:30  AM  to 
6:30  PM  between  D  and  F, 
not  protecting  against  extra  trains. 

ORDER  93 

Work  Extra  175  protects 
against  Extra  99  between 
D  and  F  after  2:10  PM. 

Q.  Under  Orders  92  and  93  which  way  should  Work 
Extra  175  protect  at  2:10  P.  M.? 

A.    Both  east  and  west. 

Q.  If  possible  to  communicate  with  Dispatcher  would  you 
insist  on  an  order  stating  the  direction  of  Extra  99? 

A.    Yes. 

Q.  If  Order  93  read  "Protect  against  Extra  99  East  and 
West  after  2:10  P.  M."  how  should  Work  Extra  175  be 
governed? 

A.    Protect  both  east  and  west  after  2:10  P.  M. 

Q.  Would  it  indicate  that  Extra  99  is  going  to  move 
east  before  it  moves  west? 

A.    No,  it  may  move  west  first. 

Q.  May  a  work  extra  be  given  an  order  to  report  for 
orders  at  a  specified  time? 

A.    Yes. 

Q.  If  after  reporting  for  orders  as  directed,  and  there  are 
none,  what  should  be  obtained  before  leaving? 

A.  An  order  stating  that  there  are  no  orders,  or  annul- 
ment of  order  to  report. 

Q.  May  the  time  or  station  limits  of  a  work  extra  be 
extended?  // 

A.    No,  a  new  work  order  is  necessary. 

FORM  J— HOLDING  ORDER. 

ORDER  95 
Opr  B:  Hold  No.  10. 

ORDER  96 
Opr  C:  Hold  westward  trains. 

ORDER  97 
Opr  H:  Hold  all  trains. 

Q.     How  should  operator  at  B  handle  Order  95? 

A.  Hold  No.  10.  On  its  arrival  deliver  copies  of  the  order 
complete  to  the  operator,  to  conductor  and  engiueman  with- 
out a  clearance  in  case  a  clearance  is  required  by  the  rules 
with  all  orders. 

Q.  After  No.  10  receives  Order  95  may  it  proceed  if 
given  a  clearance  or,  if  no  clearance  is  required,  may  it  pro- 
ceed if  given  a  proceed  train  order  signal? 

A.  No,  it  must  obtain  an  order  addressed  and  com- 
pleted to  the  operator  authorizing  No.  10  to  go  or  one  an- 
nulling Order  95. 

Page  311 


ODD  NUMBERS  WESTWARD  AND 


< W 


t                        SUPERIOR  BY  DIRECTION 
ABCDEFGH 
O O O O O O O O 

FIRST  CUSS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

Q.     How  should  Order  96  be  handled? 

A.  The  same  as  Order  95,  only  applying  it  to  all  westward 
trains  instead  of  to  No.  10. 

Q.  If  Dispatcher  desires  to  let  No.  5  go  and  hold  other 
westward  trains,  how  should  it  be  done? 

A.  By  giving  the  following  order  to  the  operator  at  C: 
"No.  5  may  go". 

Q.  If  it  is  desired  to  permit  all  westward  trains  to  move, 
how  should  it  be  done? 

A.  By  giving  the  following  order  to  the  operator  at  C: 
"Order  96  is  annulled". 

Q.     How   should  the   operator  be  then   governed? 

A.  Deliver  completed  copies  of  annulment  of  the  hold 
order,  or  order  to  go,  to  conductors  and  enginemen  of  all  trains 
permitted  to  move,  together  with  all  other  orders  addressed  to 
them.  If  a  clearance  is  required  with  all  orders,  indicate 
thereon  the  numbers  of  all  orders  delivered,  including  the  hold 
order  and  the  release  of  the  hold  order. 

Note :    Standard  Clearance  only  require  total  number 
of  orders  delivered. 

Q.  May  Dispatcher  move  an  inferior  train  against  a 
superior  train  by  holding  the  superior  train  with  either  Orders 
95,  96  or  97? 

A.     No. 

Q.     To  what  stations  should  Order  97  be  issued? 

A.  Generally  to  operator  at  initial  stations.  It  is  not 
likely  that  it  will  be  necessary  to  have  an  operator  at  an  inter- 
mediate station  hold  trains  in  both  directions. 

Q.  Name  some  of  the  conditions  which  might  require  the 
use  of  Form  J. 

A.  Cases  of  derailment,  washout,  land  slide,  blizzard  or 
other  conditions  making  the  safe  passage  of  trains  doubtful 

FOKM  K— ANNULLING  A  SCHEDULE  OR  A  SECTION. 

ORDER  98 

No.  6  due  to  leave  A  Dec.  25th  is 
annulled  A  to  H. 

Q.     May  the  schedule  of  No.  6  of  Dec.  25th  be  restored  or 
used  by  annulling  Order  98? 
A.     No. 

Q.  What  is  the  meaning  of  Order  98? 
A.  The  Superintendent  or  official  authorized  to  issue 
orders  notifies  all  trains  that  no  train  will  be  permitted  to 
move  under  authority  of  No.  6's  schedule  due  to  leave  A  Dec. 
25th,  and  those  so  notified  may  move  the  same  as  if  there  was 
no  No.  .6  on  the  time-table. 

Page  312 


Q.  How  does  Order  98  effect  the  12  hour  existence  of  No. 
6's  schedule  of  Dec.  25th? 

A.  It  does  not  effect  the  12  hour  existence,  but  prevents 
a  train  from  using  the  schedule.  The  fact  that  Order  98  must 
be  issued  and  in  possession  of  inferior  trains  before  they  are 
permitted  to  move  regardless  of  the  schedule  of  No.  6  of  Dec. 
25th,  is  sufficient  evidence  of  the  12  hour  existence. 

ORDER  99 

No.  4  due  to  leave  A  July  4  is 
annulled  D  to  H. 

Q.  How  should  opposing  inferior  westward  trains  be 
governed  under  Order  99? 

A.  Run  H  to  D  regardless  of  No.  4's  schedule  of  July  4th 
and  hold  main  track  at  D.  If  a  register  at  D  check  against 
No.  4.  If  none,  and  No.  4  not  there,  obtain  an  order  from 
Dispatcher  stating  that  No.  4's  schedule  has  been  fulfilled  into 
D  or  wait  for  No.  4  until  it  arrives  or  schedule  becomes  more 
than  12  hours  late. 

Q.     Where  does  No.  4  belong  at  D? 

A.    On  the  siding  as  it  has  no  authority  to  main  track. 

Q.  If  Dispatcher  adds  to  Order  99  "This  order  to  No.  4  at 
D"  how  should  an  inferior  westward  train  be  governed  on 
arrival  at  D? 

A.     Head  in  at  first  switch  of  siding. 

Q.  If  siding  at  D  is  between  No.  4  and  the  train  order 
office,  how  should  Dispatcher,  operator  and  inferior  westward 
trains  be  governed? 

A.  Dispatcher  should  avoid,  if  possible,  placing  Order  99 
at  D  for  No.  4  and,  if  it  is  done,  the  operator  should  stop  No. 
4  before  it  passes  the  east  switch  of  siding.  Westward  in- 
ferior trains  must  move  between  the  train  order  signal  and 
the  east  switch  at  D  prepared  to  prevent  collision  with  No. 
4  and,  if  conditions  warrant,  run  under  protection  between 
train  order  signal  at  D  and  the  east  switch,  which  would  neces- 
sitate sending  a  flagman  a  sufficient  distance  beyond  east 
switch  to  protect  the  westward  train  while  heading  in  for 
No.  4. 

ORDER  100 

Second  2  due  to  leave  A  (or  D) 
Jan.  ist  is  annulled  D  to  H. 

Q.  How  should  Extra  79  West  with  Order  100  regard  the 
schedule  of  No.  2? 

A.  Clear  the  schedule  of  No.  2  and  meet  the  first  section, 
then  proceed  to  D,  hold  main  track  and  meet  the  second  and 
all  following  sections,  if  any.  Extra  79  West,  Second  2,  Dis- 
patcher and  operator  should  be  governed  at  D  the  same  as 
under  Order  99. 

Q.  Does  Order  100  indicate  that  there  was  or  is  a  Sec- 
ond 2  A  to  D? 

A.  No,  Dispatcher  may  have  created  a  second  section  of 
No.  2  D  to  H  and  afterward  annulled  it. 

Q.     May  Second  2  of  Jan.  1st  be  restored  between  D  and  H? 

A.     No. 

Page  313 


ODD  NUMBERS  WESTWARD  AND     <_ 

SUPERIOR  BY  DIRECTION 
A  B  C  D  E  F  G 

o o  — o o o o o — 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

FORM  L— ANNULLING  AN  ORDER. 

ORDER  101 
No.  5  meet  No.  4  at  E. 

ORDER  102 
Order  No.  101  is  annulled. 

Q.  Must  No.  4  receive  Order  102  before  it  is  completed  to 
No.  5? 

A.  Yes,  the  placing  of  the  order  at  B,  C  or  D  for  No.  4 
is  not  sufficient,  as  No.  4  may  not  reach  the  station  where  the 
order  is  issued  for  it  before  No.  5  passes.  If  not,  it  no 
doubt  would  result  in  a  collision.  It  would  be  a  lap  order. 

Q.  If  Order  101  has  not  been  delivered  to  No.  4  may  it 
be  annulled  to  the  operator? 

A.    Yes. 

Q.     May  Order  101  be  re-issued  under  its  original  number? 

A.     No. 

Q.  May  the  meet  between  Nos.  4  and  5  at  E  again  be 
made  by  issuing  a  new  order  under  a  new  number? 

A.    Yes. 

Q.  If  Order  102  is  annulled  would  Order  101  then  be  in 
effect? 

A.     No. 

Q.  If  there  are  two  outstanding  orders  of  the  same  num- 
ber, but  of  different  dates,  should  Dispatcher  designate  the 
date  when  annulling  order  of  that  number? 

A.    Yes. 

FORM  M— ANNULLING  PART  OF  AN  ORDER. 

ORDER  103 

No.  2  meet  No.  5  at  C  and 
No.  7  at  D. 

ORDER  104 

Thatf  part  of  Order  No.  103 
reading,  No.  2  meet  No.  7 
at  D  is  annulled. 

Q.  Does  Order  104  effect  the  meet  between  No.  2  and  No. 
5  at  C? 

A.     No,  it  only  annuls  the  portion  mentioned. 

Q.  By  annulling  Order  104  would  the  meet  between  No.  2 
and  No.  7  at  D  under  Order  103  again  become  effective? 

A.     No. 

Q.  May  a  meet  again  be  made  between  No.  2  and  No.  7  at 
D  by  issuing  a  new  order? 

A.    Yes. 
Page  314 


FORM  P— SUPERSEDING  AN  ORDER  OR  A  PART  OF 
AN  ORDER 

Q.  How  should  an  order  or  a  part  of  an  order  be 
superseded  ? 

A.    By  adding  to  prescribed  form  the  words  "instead  of". 
Q.     Is  there  any  other  way  of  superseding  an  order? 
A.     No. 

ORDER  105 
No.  3  meet  No.  4  at  E 
instead  of  D. 

ORDER  106 

No.  8  has  right  over  No.  7 
C  to  F  instead  of  E. 

ORDER  107 

No.  5  display  signals  for 
Eng  75  H  to  B  instead  of  C. 

ORDER  108 

No.  p  pass  No.  5  at  F  instead 
of  E. 

Q.  If  Order  105  is  annulled  is  there  a  meet  existing  be- 
tween No.  3  and  No.  4? 

A.     No. 

Q.  If  Order  106  is  annulled  has  No.  8  right  over  No.  7 
C  to  E? 

A.     No. 

Q.  If  Order  107  is  annulled  should  No.  5  display  signals 
to  C? 

A.     No. 

Q.     If  Order  108  is  annulled  should  No.  9  pass  No.  5  at  E? 

A.    No,  not  on  Order  108,  but  may  pass  under  Rule  85. 

Q.  After  an  order  has  been  superseded  may  it  again  be 
re-issued  under  its  original  number? 

A.     No. 

Q.  After  an  order  or  part  of  the  order  has  been  superseded 
may  that  order  or  part  of  an  order  be  again  re-issued  as  a 
new  order  under  a  new  number? 

A.    Yes. 

Q.  Would  it  be  proper  to  issue  an  order  stating  "No.  6 
meet  No.  5  at  D  instead  of  having  right  over  No.  5  to  E". 

A.     No. 

Q.     Is  it  proper  or  necessary  to  supersede  a  time  order? 

A.  No,  if  the  time  is  made  greater  a  supersedure  would 
not  be  necessary,  and  if  the  time  is  to  be  reduced  the  preced- 
ing time  order  should  be  annulled. 

Q.  If  a  train  is  directed  by  train  order  to  take  siding  for 
another  train  to  what  does  it  apply? 

A.  To  the  point  named  in  the  order  and  does  not  apply 
to  the  superseding  order  unless  so  specified. 

Q.  If  a  train  is  directed  by  train  order  to  hold  the  main 
track  does  the  same  principle  apply? 

A.    Yes. 

Page  315 


^    ODD  NUMBERS  WESTWARD  AND 

SUPERIOR  BY  DIRECTION 
ABCDEF 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

Q.  If  running:  on  a  schedule  or  as  an  extra  and  engine 
is  Riven  an  order  at  an  intermediate  station  on  the  run  to 
work  extra  or  return  to  some  point,  after  returning:  to  the 
point  where  the  schedule  or  original  order  to  run  extra  had 
been  fulfilled  may  the  schedule  or  order  to  run  extra  be 
resumed? 

A.    Yes,  if  it  has  not  been  annulTed. 

Q.  When  practicable  is  it  best  to  annul  an  order  to  run 
extra  or  work  extra  before  giving  a  new  order  making  a  dif- 
ferent move? 

A.    Yes. 

Q.  If  after  returning  to  point  where  schedule  or  order  is 
to  be  resumed  should  Dispatcher  be  consulted  before  doing  so? 

A.    Yes,  if  possible. 

Q.  If  an  eastward  regular  train  is  taken  off  its  schedule 
or  an  eastward  extra  is  held  up  by  order  at  D  and  is  given 
an  order  to  work  temporarily  between  C  and  E  may  it  resume 
its  schedule  or  order  to  run  extra  from  C  or  E? 

A.     No,  must  resume  it  from  D. 

Q.  If  an  engine  is  given  order  to  run  extra  and  afterward 
given  a  work  order  that  covers  unused  portion  of  order  to  run 
extra  should  it  be  considered  two  trains  by  the  Dispatcher? 

A.    Yes. 

Q.  When  an  engine  is  unknown  should  it  be  so  stated  in 
order,  if  rules  require  that  engine  numbers  be  designated? 

A.  No,  the  absence  of  the  engine  number  is  a  self  evident 
fact  that  it  is  unknown ;  so  stating  in  an  order  is  no  addi- 
tional information. 

Q.  When  engines  are  coupled  should  both  engines  be 
designated  in  the  order? 

A.    No,  it  only  tends  to  complicate  the  order. 
Q.     If  No.  1  receives  an  order  to  meet  No.  2  at  D  and  after- 
wards  receives   an    order   to  meet   First   No.   2   at   E   instead   of 
D,   how    should   No.    1   regard    second    or   following   sections   of 
No.  2? 
~^~A.    Go  to  D  for  second  and  following  sections. 

Q.  If  No.  9  receives  an  order  to  meet  No.  10  at  F  and  on 
arrival  at  F  finds  that  First  No.  10  has  arrived,  and  is  then 
given  an  order  to  meet  Second  No.  10  at  E  instead  of  F,  and 
on  arrival  at  E  Second  No.  10  is  met  with  green  signals,  how 
should  No.  9  be  governed? 

A.    Remain  at  E  and  ask  for  instructions. 

Note :  Dispatcher  would  in  this  case  have  only  created 
an  irregular  condition  for  which  there  would 
be  no  excuse.  This  condition  is  more  of  a 
myth  than  a  reality  and  is  only  given  space 
to  quiet  those  whose  only  idea  is  to  start  an 
argument. 

Page  316 


QUESTIONS  AKD  ANSWERS—  DOUBLE   TRACK 
ORDERS. 

«  -  WESTWARD 


D-FORM  H. 

Q.  On  double  track  which  way  should  trains  keep  unless 
otherwise  directed? 

A.    To  the  —       -  .     (Generally  to  the  right). 

ORDER  109 

Eng  155  works  on  westward 
track  6:15  AM  to  6:13  PM 
between  C  and  A. 

Q.     Is  Work  Extra  155  required  to  clear  regular  trains? 

A.     Yes. 

Q.     How  is  Work  Extra  155  to  regard  extras? 

A.  Protect  itself  between  C  and  A  (whether  standing  or 
moving)  against  extras  that  may  be  moving  with  the  current 
of  traffic. 

Q.  May  Order  109  be  modified  by  adding  "not  protecting 
against  extra  trains". 

A.    Yes. 

Q.  If  "not  protecting  against  extra  trains"  is  added  to 
Order  109  may  Work  Extra  1»5  move  against  the  current  of 
traffic  on  the  westward  track  between  A  and  C  clearing  regu- 
lar trains? 

A.    Yes. 

Q.  If  extras  are  authorized  by  rule  to  run  on  double 
track  without  running  orders  would  it  be  good  judgment  on 
part  of  Dispatcher  to  give  a  work  extra  an  order  to  work  on 
double  track,  not  protecting  against  extra  trains  or  "west- 
ward extra  trains  wait  at  C  until  -  "? 

A.  No,  unless  he  is  in  position  to  control  the  movement 
of  each  and  every  extra  so  authorized. 

Q.  If  WTork  Extra  155  is  authorized  to  work  on  both 
tracks  between  C  and  E  how  should  it  be  governed? 

A.  Should  be  governed  on  the  eastward  track  in  the  same 
manner  as  is  required  on  the  westward  track,  moving  always 
with  the  current  of  traffic  unless  an  order  is  received  per- 
mitting a  movement  against  the  current  of  traffic. 

ORDER  no 

Work  Extra  155  protects 
against  No.  25  (or  Second 
and  Third  Class  Trains) 
between  A  and  D. 

Page  317 


WESTWARD 


Q.  How  should  Work  Extra  155  be  governed  under 
Order  110? 

A.  Work  upon  the  time  of  No.  25,  or  any  second  or 
third  class  train,  under  protection,  clearing  other  regular 
trains  and  protecting  against  extra  trains  moving  with  the 
current  of  traffic  on  track  used. 

Q.  How  should  No.  25  and  second  and  third  class  trains 
be  governed  under  Order  110? 

A.  Run  at  such  speed  that  they  will  be  able  to  stop  before 
passing  the  flagman  of  Work  Extra  155. 

Q.     When  a  work  extra  is   given   right  over  all  trains   on 
one   or  both   tracks   may  it   move  in  either  direction  the   same 
as  when   given  right  over  all  trains  on  single  track? 
A.    Yes,  it  has  exclusive  right  to  the  track. 

ORDER  ill 

Eng  175  works  on  eastward 
track  7:30  AM  to  5:30  PM 
between  C  and  D.    Eastward 
extras  wait  at  C  until  10:30 
AM. 

Q.     May    Work    Extra    175    move    against    the    current    of 
traffic  under  Order  111  until  10:30  A.  M.  clearing  regular  trains? 
A.    Yes. 

D-FORM  R— PROVIDING  FOR  A  MOVEMENT 
AGAINST  THE  CURRENT  OF  TRAFFIC. 

ORDER  112 

No.  2  has  right  over  opposing 
trains  on  westward  track  B 
to  C. 

Q.  What  is  necessary  before  Dispatcher  can  authorize 
a  movement  against  the  current  of  traffic? 

A.  Clear  the  track  on  which  such  movement  is  to  be  made 
of  opposing  trains. 

Q.  Does  Order  112  prohibit  No.  2  from  using  eastward 
track  between  B  and  C? 

A.    Yes. 

Q.  Must  Dispatcher  place  Order  112  moving  No.  2  against 
current  of  traffic  where  all  westward  trains  will  receive  it  be- 
fore leaving  C? 

A.     Yes. 

Q.     When  may  an  opposing  westward  train  leave  C? 

A.    After  No.  2  arrives. 

Q.  Does  a  movement  against  the  current  of  traffic  indicate 
that  the  other  track  is  impassible? 

A.    No. 

Page  318 


Q.  May  the  order  state  the  number  of  the  track  instead  of 
eastward  or  westward  track? 

A.     Yes. 

Q.  If  an  inferior  eastward  train  is  between  B  and  C  on 
eastward  track  should  it  be  given  a  copy  of  Order  112,  and 
why? 

A.  Yes,  to  prevent  it  waiting  for  No.  2  to  pass  if  it  falls 
back  on  No.  2's  time. 

Q.  If  an  inferior  eastward  train  following  No.  2  arrives 
at  B  before  No.  2  returns  to  eastward  track  at  C,  should  it  be 
given  a  copy  of  Order  112?  If  so,  why? 

A.  Yes,  to  prevent  the  inferior  eastward  train  from  leav- 
ing C  ahead  of  No.  2  should  it  reach  C  before  No.  2  returns  to 
eastward  track. 

Q.  If  no  register  at  C  how  should  the  inferior  train  be 
governed  on  arrival  at  C? 

A.  If  no  means  of  communicating  with  Dispatcher  at  C, 
watch  the  westward  track  from  B  to  C  for  No.  2.  If  the 
tracks  separate,  making  it  impossible,  assume  No.  2  has  not 
left  C  and  leave  a  flagman  and  proceed  ahead  of  No.  2  to  a 
point  of  communication. 

Q.  When  a  regular  train  is  moved  against  the  current  of 
traffic,  does  its  schedule  time  apply  to  the  track  used? 

A.    No. 

Q.  If  Order  112  read  "After  the  arrival  of  No.  1  at  B,  No. 
2  has  right  over  opposing  trains  on  westward  track  B  to  C" 
how  should  No.  2  be  governed? 

A.  No.  2  must  not  leave  B  until  after  the  arrival  of  No. 
1,  then  proceed  in  the  same  manner  as  under  Order  112. 

Q.  If  there  is  an  assigned  yard  within  the  territory  where 
a  train  is  to  be  moved  against  the  current  of  traffic,  should 
all  yard  engine  crews  be  notified  before  move  is  authorized, 
and  how? 

A.  Yes,  notify  Yardmaster  and  get  assurance  from  him 
that  all  crews  have  been  notified.  If  rules  require,  address 
order  to  Yardmaster  and  handle  in  usual  manner. 

D-FORM  s— PROVIDING  FOR  USE  OF  A  SECTION  OF 

DOUBLE  TRACK  AS  SINGLE  TRACK. 

ORDER  113 

No.  i  (or  westward)  track 
will  be  used  as  single 
track  between  B  and  C. 

Q.  Before  Order  113  is  issued  must  the  track  between 
B  and  C  be  clear  of  trains? 

A.    Yes. 

Q.  As  superiority  by  direction  does  not  apply  on  double 
track,  when  a  section  of  double  track  is  singled  must  it  be 
understood  in  which  direction  trains  are  to  be  superior  by 
direction  as  between  opposing  trains  of  the  same  class,  and  how 
should  it  be  done? 

Page  319 


WESTWARD 


A.  In  time-tables  where  there  are  schedules  applying  to 
double  track  there  should  be  a  special  rule  stating  direction 
in  which  trains  are  superior  by  direction  in  the  event  that  a 
section  of  double  track  is  to  be  operated  as  single  track. 

Q.  What  kind  of  rules  apply  between  B  and  C  under 
Order  113? 

A.    Single  track  rules. 

Q.  Before  passing  from  double  to  single  track  at  B  or  C 
must  it  be  known  that  all  trains  that  are  superior  have  ar- 
rived and  left? 

A.    Yes. 

Q.  If  registers  are  not  provided  how  may  this  informa- 
tion be  obtained? 

A.  From  the  Dispatcher  at  last  train  order  office,  then 
check  all  trains  on  opposite  track  between  register  and  point 
where  track  is  singled.  If  there  are  means  of  communicating 
with  Dispatcher  at  point  where  track  is  singled  a  train  order 
check  of  trains  may  be  obtained. 

Q.  Must  trains  be  operated  between  B  and  C  as  long  as 
Order  113  is  in  effect  the  same  as  if  the  track  had  always  been 
single  track,  inferior  trains  keeping  clear  of  superior  trains? 

A.    Yes. 

Q.  Under  Order  113  do  the  schedules  of  the  eastward  track 
apply  to  the  westward  track  between  B  and  C? 

A.  Yes,  provided  both  tracks  pass  through  the  same 
station. 

Q.  If  Engine  75  is  given  an  order  to  run  extra  D  to  A 
and  return  to  D,  and  also  a  copy  of  Order  113,  how  must  it 
regard  the  track  between  B  and  C? 

A.    As  single  track  both  ways. 

Q.  If  Engine  85  is  given  an  order  to  run  extra  D  to  A 
and  also  a  copy  of  Order  113,  when  is  Order  113  fulfilled  by 
Extra  85  West? 

A.    On  its  arrival  at  B. 

Q.  If  on  arrival  at  A  it  is  given  an  order  to  run  extra 
A  to  D,  and  is  not  given  a  copy  of  Order  113,  how  should  it  be 
governed  between  B  and  C? 

A.  Use  the  eastward  track.  The  tracks  between  B  and  C 
should  then  be  considered  normal. 

ORDER  114 

No.  i  (or  westward  track) 
will  be  used  as  single  track 
between  B  and  C  from  10:30 
AM  to  1:30  PM. 

Q.  Do  the  rules  apply  the  same  under  Order  114  between 
10:30  A.  M.  and  1:30  P.  M.  as  they  apply  under  Order  113 
as  long  as  it  is  in  effect? 

A.    Tea. 

Page  320 


Q.  After  1:30  P.  M.,  the  expiration  of  the  time  limit 
singling  the  westward  track,  how  should  eastward  trains  be 
governed  ? 

A.  Must  be  clear  of  westward  track  or  protected  in  both 
directions. 

Q.  If  there  is  an  assigned  yard  within  the  territory  where 
a  section  of  double  track  is  to  be  used  as  single  track,  should 
all  yard  engine  crews  be  notified  before  this  is  authorized, 
and  how? 

A.  Yes,  notify  Yardmaster  and  get  assurance  from  him 
that  all  crews  have  been  notified.  If  your  rules  require,  ad- 
dress order  to  the  Yardmaster  and  handle  in  usual  manner. 

ODD  NUMBERS  WESTWARD  AND  ... 

E—                  SUPERIOR  BY  DIRECTION 
ABC  D E F G H 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

Note:  Examination  on  Orders  115,  116  and  117  only 
applies  where  trains  are  not  permitted  to  meet 
extras  by  checking  them  on  the  register. 

D— REGISTER  STATION 

ORDER  115 

No.  26  meet  Extra  75  West 
at  D. 

ORDER  116 
Extra  75  West  has  right 
over  No.  26  H  to  D. 

ORDER  117 
No.  26  wait  at  D  until 
9:30  AM  for  Extra  75  West. 

Q.  If  on  No.  26  holding  either  Orders  115  or  116  and  an 
Extra  75  appears  on  the  register,  but  is  not  in  sight,  are 
you  permitted  to  proceed? 

A.     No. 

Q.     What  is  necessary  before  No.  26  may  proceed? 

A.  Obtain  an  order  annulling  Orders  115  or  116,  or  super- 
seding Order  115  or  an  order  as  follows: 

ORDER  118 

Extra  75  West  has  arrived 
at  D  on  Order  No.  115          C*n»*?^ '  fc/^ 
(or  116).  Orltt^sS 

Q.     If  No.   26   held    Order   117   and   was    ready   to 
9:10  A.  M.  could  it  do  so?  AxvvV  cjf^f     ~j~  •-. 

A.  Only  in  case  Extra  75  West  has  arrtved  and  can  be 
checked  personally  (must  see  their  markers)  or  Order  117  is 
annulled,  or  an  order  in  form  of  Order  118  is  received. 

Q.  May  a  regular  train  be  met  on  the  register  without 
seeing  them? 

A.  Yes.  If  register  indicates  a  schedule  has  been  fulfilled 
it  cannot  be  fulfilled  again  on  that  date. 

Page  321 


MISCELLANEOUS  ORDERS  THAT  ARE  SOME  TIMES 
NECESSARY  OWING  TO  LOCAL  CONDITIONS. 

„     ODD  NUMBERS  WESTWARD  AND 

SUPERIOR  BY  DIRECTION  ~W 

ABODE  FGH 

FIRST  CLASS  NUMBERS  1  TO  10.    SECOND  CLASS  NUMBERS  20  TO  30. 
THIRD  CLASS  NUMBERS  40  TO  50. 

ORDER  119 
To  Engr  Eng  75  at  F. 
After  arrival  of  Extra  85 
west  at  C  Eng  75  run  extra 
C  to  F.  Extra  85  West  reported 
out  of  F  at . 

Q.  Helper  Engine  75  couples  In  with  No.  1  at  F  to  help 
it  to  C,  no  open  train  order  office  at  C  or  between  F  and  C, 
how  should  crew  on  Engine  75  be  governed? 

A.  Note  whether  No.  1  passes  Extra  85  West  at  F  or  be- 
tween F  and  C  and,  if  it  does,  remain  at  C  for  its  arrival.  If 
any  doubt,  flag  to  first  point  of  communication  and  report  for 
instructions. 

ORDER  120 

After  helping  Extra  88  East 
A  to  C  Eng  75  run  extra  C 
to  A  clearing  Extra  po  East 
reported  out  of  A  at . 

Q.  Assuming  C  is  not  a  point  of  communication,  what 
must  Extra  75  West  know  before  leaving  C? 

A.    That  Extra  90  East  left  A  ahead  of  Extra  88  East  and 
that  it  was  not  passed  between  A  and  C. 
ORDER  121 

Engs  75  and  85  run  as  First 
and  Second  i  H  to  A. 
ORDER  122 

Order  121  is  annulled.    Engs 
75  and  85  run  as  First  and 
Second  i  H  to  D,  and 
Engs  65,  75  and  85  run  as 
First,  Second  and  Third 
i  D  to  A. 

Q.  Assuming  that  Second  1  runs  between  D  and  A  dis- 
playing signals  for  third  section,  before  Second  1  arrives  at 
D,  and  it  is  desired  to  help  No.  2  A  to  E  under  Form  C  against 
following  section,  how  should  it  be  done? 

A. 

ORDER  123 

No.  2  has  right  over  Third 
i  A  to  D  and  right  over 
Second  i  D  to  E.    Second 
i  into  D  will  be  Third  i  out. 

Page  322 


Q.     If  the  following  is  added  to  an  order 

This  order  annulled  at 
10:15  PM. 

does  it  annul  all  movements  in  the  order,  and  if  an  order  to 
run  extra  is  included  in  the  order,  must  train  be  clear  of  main 
track  before  10:15  P.  M.? 

A.    Yes. 

Q.     Under  what  circumstances  is  such  an  order  necessary? 

A.  When  an  extra  is  run  to  point  where  report  of  arrival 
can  not  be  received,  and  it  may  become  necessary  to  move 
other  extras  in  opposite  direction  after  10:15  P.  M.  Should 
only  be  used  in  extreme  cases. 

Q.  If  an  order  is  sent  to  a  train  at  a  point  not  a  train 
order  office,  or  to  one  that  is  closed,  in  care  of  Conductor  of 
No.  1,  and  after  it  has  been  delivered  to  Conductor  of  No.  1, 
Dispatcher  desires  to  annul  it,  how  should  it  be  done? 

A.  Address  annulment  to  Conductor  No.  1  in  whose  care 
order  is  sent,  and  Conductor  No.  1  must  then  treat  the  order 
as  if  it  had  not  been  received.  Under  no  circumstances  should 
the  order  and  annulment  of  it  be  delivered  to  the  train 
addressed. 

Q.  After  making  a  meet  between  No.  1  and  No.  2  at  F, 
would  it  be  proper  to  then  give  No.  2  right  over  No.  1  D  to  G 
for  the  purpose  of  putting  No.  1  on  the  siding  at  F,  or  for 
any  other  reason? 

A.    No,  it  would  be  irregular  and  not  good  dispatching. 

THKEE  OB  MOBE  TBACKS. 

(Rules  F-271  to  F-276  inclusive). 
Q.  How  should  main  tracks  be  designated? 
A.  By  numerals. 

Q.     How  should  their  use  be  designated? 
A.    By  special  instructions. 

Q.     On  portions  of  the  road  so  specified  on  the  time-table, 
may  trains  run  with  the  current  of  traffic  by  block  signals? 
A.    Yes. 

Q.     Will  such  indications  supersede  time-table  superiority? 
A.    Yes. 

Track  1  90HHHBM»BaHHHHMMBHMaHHHaBi  Psgr.  Track 


Frt. 


Q.     How  should  trains  running  at  night  with  the  current 
of  traffic  on  Nos.  1  and  2  tracks  display  markers? 
A.    Two  red  lights  to  the  rear. 

Page  323 


Q.  How  should  trains  running  at  night  with  current  of 
traffic  on  No.  3  track  display  markers? 

A.  A  green  (or  yellow)  light  to  the  rear  on  the  side  next 
to  No.  1  track  and  a  red  light  on  opposite  side. 

Q.  How  should  trains  running  at  night  with  the  current 
of  traffic  on  No.  4  track  display  markers? 

A.  A  green  (or  yellow)  light  to  the  rear  on  side  next  to 
No.  2  track  and  a  red  light  on  the  opposite  side. 

Q.  How  should  a  train  using  any  track  at  night  against 
current  of  traffic  display  markers? 

A.  Two  green  (or  yellow)  lights  at  the  rear,  one  on  either 
side,  with  a  red  light  on  the  platform  or  cupola. 

Q.  How  should  a  train  display  markers  at  night  when  on 
a  siding? 

A.    Two  green  (or  yellow)  lights  to  the  rear. 

Note :  Same  principle  applies  on  Railroads  where  rela- 
tive position  of  passenger  and  freight  tracks 
differ. 

Q.  When  a  flagman  for  No.  1  track  may  return,  what 
whistle  signal  should  be  given? 

A.    Five  long  sounds. 

Q.     When  may  flagman  for  No.  2  track  return? 

A.    Four  long  sounds. 

Q.     When  may  flagman  for  No.  3  track  return? 

A.    Five  long  and  one  short  sounds. 

Q.     When  may  flagman  for   No.  4  track  return? 

A.    Four  long  and  one  short  sounds. 

Q.     When  may  flagman  for  No.  5  track  return? 

A.    One  short  and  five  long  sounds. 

Q.     When  may  flagman  for  No.  6  track  return? 

A.    One  short  and  four  long  sounds. 

Q.     When  may  flagman  for  No.  7  track  return? 

A.    One  short,  five  long  and  one  short  sounds. 

Q.     When  may  flagman  for  No.  8  track  return? 

A.    One  short,  four  long  and  one  short  sounds. 

Q.  Except  as  effected  by  additional  rules  quoted  for  three 
or  more  tracks,  are  all  Block  Signal  Rules  and  Train  Orders  for 
Double  Track  in  force? 

A.     Yes. 

OPERATOR'S  EXAMINATION. 

Note:  Dispatchers  should  be  examined  on  the  Opera- 
tor's Examination  in  addition  to  the  examina- 
tion on  Train  Rules  and  Orders. 

DEFINE  EVERYTHING  UNDER  THE  HEAD  OF 
"DEFINITIONS". 

Q.  Is  it  possible  for  an  operator  to  always  know  which 
train  is  superior? 

A.  No,  as  he  does  not  always  know  what  orders  the  trains 
hold. 

Page  324 


Q.     Are  operators  required  to  have  a  standard  watch? 

A.     (Depends  on  requirement  of  Railroad  where  employed). 

Q.     State  when  and  how  standard  time  is  received. 

A.     (As  per  Rules  1,  2  and  3). 

Q.     What  does   full-faced  type  on  a  time-table  indicate? 

A.    Meeting  or  passing  points. 

Q.  Are  operators  required  to  have  a  current  time-table  and 
understand  all  special  rules  therein  before  it  takes  effect? 

A.    Yes     (Ask  questions  on  the  special  rules). 

Q.  Are  operators  required  to  provide  themselves  with 
proper  signals  and  keep  them  in  good  order  ready  for  imme- 
diate use? 

A.     Yes. 

Q.  What  flags  and  hand  lamps  should  a  train  order  office 
be  equipped  with? 

A.  One  red,  one  green  and  one  combination  green  and 
white  flag,  at  least  one  white,  one  red  and  one  green  light. 

Q.     When  should  day  signals  be  displayed? 

A.    From  sunrise  to  sunset. 

Q.  When  should  night  signals  be  displayed  between  sun- 
rise and  sunset? 

A.  When  from  weather  or  other  conditions  day  signals 
can  not  be  plainly  seen. 

Q.     When  should  night  signals  be  displayed? 

A.    From  sunset  to  sunrise. 

State  the  meaning  of  the  color  signals  under  Rule  10  and 
positions  of  semaphores. 

State  the  meaning  of  hand,  flag  and  lamp  signals.  (Rule  12). 

State  the  meaning  of  audible  signals.     (Rule  14). 

State  the  meaning  of  torpedo  signals.     (Rule  15). 

Q.  When  an  engine  is  running  backward  at  night  what 
signals  must  be  displayed  on  rear  of  tender? 

A.    A  white  light. 

Q.  What  signals  must  be  displayed  as  markers  to  indicate 
the  rear  of  a  train? 

A.  By  day,  green  (or  yellow)  flags  or  marker  lamps (  not 
lighted)  on  each  side  of  rear  of  train. 

By  night,  green  (or  yellow)  lights  to  the  front  and  sides 
and  red  lights  to  the  rear;  except  when  train  is  clear  of  main 
track,  when  green  (or  yellow)  lights  must  be  displayed  to 
front,  side  and  rear. 

Q.  When  a  train  is  moving  against  the  current  of  traf- 
fic at  night  how  should  markers  be  displayed? 

A.  Green  (or  yellow)  lights  to  front  and  side,  a  green 
(or  yellow)  light  to  the  rear  on  the  side  next  to  the  main 
track  on  which  the  current  of  traffic  is  in  the  direction  the 
train  is  moving,  and  a  red  light  to  the  rear  on  opposite  side. 

Note:    See    display    of    markers    on    more    than    two 
tracks.     Page  28. 

Page  325 


Q.  If  a  train  passes  with  an  engine  behind  the  caboose 
or  rear  of  last  passenger  car,  and  the  markers  are  on  the  rear 
car  and  no  markers  on  the  engine,  what  would  it  indicate? 

A.  Engine  of  a  following  train  temporarily  assisting  the 
train  ahead. 

Q.  If  no  markers  on  rear  car  but  the  engine  behind  the 
last  car  is  displaying  markers,  what  would  it  indicate? 

A.    One  train. 

Q.  If  markers  are  displayed  on  rear  of  caboose  or  last  car, 
and  also  on  an  engine  or  train  coupled  to  the  rear,  what  would 
it  indicate? 

A.    Two  trains  coupled. 

Q.  If  a  train  passes  with  an  engine  in  the  middle  of  it  dis- 
playing markers,  and  markers  displayed  on  rear  car,  what 
would  it  indicate? 

A.  An  improper  display  of  markers,  and  same  should  be 
reported. 

Q.  Would  you  report  a  train  as  arrived  or  by  if  it  did 
not  display  markers? 

A.     No. 

Q.  If  you  were  not  positive  of  the  train  number  or  engine 
of  an  extra,  how  would  you  be  governed? 

A.  Describe  the  train  to  the  Dispatcher,  but  would  not 
send  the  regular  report. 

Q.  Do  you  understand  when  you  report  a  train  as  arrived 
or  by  that  the  Dispatcher  is  then  authorized  to  annul  orders 
that  may  effect  such  train? 

A.    Yes. 

Q.  In  reporting:  trains  at  a  register  station  should  opera- 
tors always  state  the  kind  of  signals  displayed  by  regular 
trains,  as  "Green  signals"  or  "No  signals,"  and  why? 

A.  Yes,  in  order  that  Dispatcher  may  authorize  necessary' 
correction  of  the  register  if  improper  signals  have  been 
registered. 

Q.  Should  an  operator  look  for  signals  on  all  trains  except 
at  register  stations  where  all  trains  register? 

A.    Yes. 

Q.  Should  operator  note  signals  displayed  as  designated 
on  register? 

A.    Yes. 

Q.     How  are  following  sections  indicated? 

A.  By  display  of  two  green  flags  by  day  and  in  addition 
two  green  lights  by  night  in  the  place  provided  for  the  pur-* 
pose  on  the  engine. 

Q.     How  many  sections  display  signals? 

A.    All  except  the  last. 

Q.     What  signals  denote  an  extra  train? 

A.  Two  white  flags  and,  in  addition,  two  white  lights  by 
night,  in  places  provided  for  that  purpose  on  front  of  the 
engine. 


Page  326 


Q.  Would  the  display  of  one  flag  or  light  as  prescribed 
in  Rules  19,  20  and  21  indicate  the  same  as  two? 

A.    Yes. 

Q.  When  two  or  more  engines  are  coupled  on  head  end  of 
train  how  should  signals  be  displayed? 

A.    All  engines  must  display  signals. 

Q.  How  should  an  imperfectly  displayed  signal,  or 
absence  of  a  signal  at  a  place  where  a  signal  is  usually  shown 
be  regarded? 

A.    As  the  most  restrictive  indication  that  can  be  given  by 

that  signal. 

Q.  What  signal  must  be  used  to  stop  a  train  at  a  station 
designated  on  its  schedule  by  the  letter  "f"? 

A.  A  combination  green  and  white  flag  by  day  and  by 
night  a  green  light  and  a  white  light  placed  in  line  at  right 
angles  with  the  track,  and  on  the  same  side. 

Q.  If  there  is  a  conditional  flag  stop  designated  by  spe- 
!  rule  or,  if  necessary  to  stop  a  train  at  a  point  not  a  flag 
station  on  its  schedule,  what  signal  should  be  used? 

A.    A  red  signal. 

Q.  If  any  obstruction  or  defect  in  track  is  found  or  re- 
ported which  may  interfere  with  the  safe  passage  of  trains, 
how  should  you  be  governed? 

A.  Notify  the  Dispatcher  at  once,  display  the  necessary 
signals  on  both  sides  if  conditions  warrant,  and  then  notify 
the  sectionmen. 

Q.  Are  messages  regarding  broken  rails  or  defects  in 
track  more  important  than  train  orders? 

A.    Yes,  and  should  take  preference  on  the  wire. 

Q.  In  which  direction  are  trains  superior  by  direction  as 
Between  opposing  trains  of  the  same  class? 

A.    See  current  time-table. 

Q.     How    long   are   time-table   schedules    in    effect   at    each 

STAT1QH  / 

A.    For  12  hours  after  their  time  unless  fulfilled. 
at  any   St1on?°   regular  trains   lose  both  ri»ht  and  schedule 

A.  When  more  than  12  hours  behind  their  leaving  time  if 
only  a  leaving  time  is  shown,  or  when  more  than  12  hours  be- 
hind their  arriving  time  when  an  arriving  time  is  shown 


A.    By  train  order. 

Q'«.If  VLB!n   10SC8   b°th  right  and  schedule  by  becoming 
?         hon™  '»to  on  «•  arriving  time,  may  engine  and 
*?  y  °ther  engine  and   equipment  be  authorized 

^^J^t!!^  $%>***  «  -•  -t  out 

A.    Yes. 


Page  327 


A.  When  schedule  is  more  than  12  hours  late  on  the  leav- 
ing time. 

Q.  Unless  some  form  of  block  signal  is  used,  how  far  apart 
must  trains  be  kept,  moving  in  the  same  direction? 

A.  If  both  trains  are  carrying  passengers,  or  if  a  train 
is  following  a  train  carrying  passengers,  they  must  be  kept 
at  least  ten  minutes  apart;  other  trains  fire  minutes  apart 
under  the  Standard  Rules  and,  if  your  rules  require  more 
clearance,  comply  with  them. 

Q.  If  no  form  of  block  signal  is  used,  should  an  operator 
space  trains  moving  in  same  direction  according  to  the  rules, 
using  the  train  order  signal  for  the  purpose,  and  specify  the 
time  the  following  train  may  leave  on  the  clearance  card  if 
rules  require  it? 

A.    Yes. 

Q.     When  two  or  more  sections  are  run  has   each   section 
equal  time-table  authority? 
A.    Yes. 

Q.  Have  all  sections  of  a  schedule  equal  train  order 
authority? 

A.    No,  not  always. 

Q.  If  there  is  no  train  register  at  a  station  and  operator 
is  notified  by  conductor  that  signals  have  been  taken  down 
for  a  following  section  which  has  not  arrived,  how  should 
operator  be  governed? 

A.  Stop  and  notify  all  opposing  trains  that  the  section  for 
which  signals  were  displayed  has  not  arrived. 

Q.  If  the  schedule  becomes  more  than  12  hours  late  at 
your  station,  or  the  annulment  of  the  following  section  into 
your  station  is  received,  would  it  then  be  necessary  to  notify 
opposing  trains? 

A.     No. 

Q.     Does   Rule  96  apply   on   double  track? 

A.  No,  but  it  applies  at  the  end  of  double  track  when 
trains  moving  from  single  to  double  track  take  down  signals 
before  the  following  section  arrives. 

Q.  If  by  special  rule  in  time-table  a  train  is  authorized 
to  register  by  ticket,  should  operator  apply  Rule  96  to  such 
train  if  an  opposing  superior  train  took  down  signals  at  the 
register  station  before  the  following  section  arrives? 

A.    Yes. 

Q.  If  the  superior  train  registered  signals  taken  down  at 
a  point  not  a  register  station  and  an  opposing  inferior  train 
is  authorized  to  register  by  ticket  how  should  operator  be 
governed  ? 

A.    Stop  and  notify  them. 

Q.  Is  an  operator  permitted  to  handle  switches  for  train 
men? 

A.    No,  not  unless  authorized  by  Superintendent. 

Q.  Are  Dispatchers  required  to  address  orders  to  those 
who  are  to  execute  them,  naming  the  place  at  which  each  is 
to  receive  his  copy? 

A.    Yes. 
Page  328 


Q.     Must  a  copy  be  supplied  for  each  person  addressed? 

A.    Yes. 

Q.     How  must  orders  be  numbered? 

A.    Consecutively  each  day,  beginning  at  midnight. 

Q.  If  two  or  more  sets  of  Dispatchers  are  working  on  the 
same  Division,  should  each  set  use  a  separate  series  of 
numbers? 

A.    Yes. 

Q.  Is  it  good  practice  to  number  track  orders  consecu- 
tively for  a  longer  period  of  time,  and  why? 

A.    Yes,  to  prevent  duplicate  numbers. 

Q.  How  must  conductors  and  enginemen  regard  orders 
addressed  and  completed  to  an  operator  when  delivered  to 
them? 

A.    The  same  as  if  addressed  to  them. 

Q.  Must  each  train  order  be  written  in  full  in  Dispatcher's 
order  book  and  a  record  made  of  the  names  of  all  who  sign 
it,  showing  the  time  and  signals  and  from  what  offices  the 
order  was  repeated,  and  the  responses  transmitted,  also  the 
Dispatcher's  initials? 

A.     Yes. 

Q.  If  Dispatcher  will  not  permit  an  operator  to  repeat  all 
of  an  order,  but  just  that  portion  concerning  the  movement  of 
the  train  addressed,  should  operator  deliver  it  partly  repeated? 

A.  No,  he  should  hold  the  train  until  permitted  to  re- 
peat it  all. 

Q.  How  should  train  orders  transmitted  by  telegraph 
designate  regular  trains? 

A.  By  their  numbers  as  "No.  10"  and  sections  by  words 
as  "Second  10".  Extra  trains  by  their  engine  numbers  and 
direction  as  "Extra  75  East"  or  "West". 

Q.     How  should  train  orders  be  transmitted  by  telephone? 

A.  The  names  of  stations  must  be  plainly  pronounced,  and 
then  spelled  letter  by  letter,  thus  Aurora  A-u-r-o-r-a;  all 
numerals  must  first  be  pronounced  and  then  followed  by 
spelling,  thus,  1-0-5,  o-n-e  n-a-u-g-h-t  f-i-v-e;  the  Dispatcher 
writing  the  order  as  he  transmits  it  and  underscoring  it  as 
it  is  being  repeated.  The  letters  duplicating  numerals  and 
names  of  stations  must  not  be  written  in  the  book  nor  upon 
train  orders.  The  duplication  of  figures  in  words,  is  per- 
missible, if  so  authorized,  when  orders  are  sent  either  by 
telegraph  or  telephone. 

Q.  Should  operator  repeat  train  orders  by  telephone  in 
the  same  manner  as  Dispatcher  is  required  to  send  them? 

A.     Yes. 

Q.  Should  operator  copy  orders  sent  by  telegraph  exactly 
as  sent,  letter  for  lettter  and  word  for  word,  and  repeat  just 
as  they  are  written? 

A.    Yes. 

Q.  In  transmitting  a  train  order  what  procedure  is 
necessary  ? 

Page  329 


A.  The  signal  31  or  19  must  be  given  each  office  addressed, 
followed  by  the  direction,  the  number  of  copies  required  if 
more  or  less  than  three,  thus,  "31  West  Copy  5"  or  "19  East 
Copy  2". 

Q.  If  only  one  form  is  in  use,  may  the  form  number  be 
omitted  ? 

A.    Yes. 

Q.  If  not  practicable  to  send  an  order  simultaneously  to 
all  offices,  to  whom  should  the  order  be  sent  first? 

A.    To  the  superior  train. 

Q.  In  sending  several  addresses  of  an  order,  in  what 
way  should  it  be  done? 

A.  The  addresses  must  be  sent  in  the  .order  of  superiority 
of  trains,  the  one  of  greatest  superiority  being  addressed  first. 

Q.  When  practicable  should  orders  to  meet  or  wait  be  sent 
to  the  operator  at  the  meeting  or  waiting  point? 

A.  Yes,  unless  within  Block  Signal  limits  and  special  in- 
structions have  been  issued  making  it  unnecessary. 

Q.  After  receiving  an  order  addressed  to  operator  at  the 
meeting  or  waiting  point  how  should  operator  be  governed? 

A.  Deliver  copies  to  all  trains  effected  by  the  order  until 
all  have  arrived  from  one  direction,  then  file  the  remaining 
copies  unless  such  order  is  also  addressed  to  a  train,  in  which 
case  it  must  be  handled  in  the  usual  manner. 

Note.    When  Form  E,  Example  4  is  used  this  would 
seem  impracticable. 

Q.  Should  an  order  be  sent  to  a  train  at  the  meeting  point 
if  it  can  be  avoided? 

A.     No. 

Q.  If  it  can  not  be  avoided  what  extra  precaution  should 
be  taken,  especially  outside  of  block  signal  limits,  on  descend- 
ing grades,  non-stop  for  the  train  or  view  obscure? 

A.  Operator  should,  in  addition  to  having  stop  displayed, 
go  out  in  the  direction  from  which  the  train  he  holds  the 
order  for  is  approaching  and  give  it  additional  stop  signals. 
Dispatcher  should,  if  necessary,  instruct  operator  to  do  so, 
but  operator  should  not  expect  to  be  told,  but  do  it  if  con- 
ditions require. 

Q.  When  necessary  to  send  an  order  to  a  train  at  the  meet- 
ing point,  what  should  be  stated  in  the  order? 

A.    "This  order  to at  — ." 

Q.     How  should  operators  copy  train  orders? 

A.    In  manifold  during  transmission. 

Q.  If  the  required  number  of  copies  is  not  made  how 
should  operator  obtain  additional  copies,  and  what  should  be 
done  before  delivery? 

A.  Make  additional  copies  from  one  of  the  copies  pre- 
viously made  and  repeat  to  Dispatcher  from  new  copies  each 
time  additional  copies  are  made.  A  copy  of  those  made  must 
be  retained. 

Page  330 


Q.  Is  an  O.  K.  necessary  to  the  repeat  of  a  newly  made 
copy? 

A.    Yes. 

Q.  Are  operators  required  to  repeat  31  form,  orders  at 
once  in  the  succession  addressed  (unless  otherwise  directed) 
and  then  write  time  repeated  in  place  provided? 

A.    Yes. 

Q.  Are  operators  required  to  observe  if  others  repeat 
correctly,  and  if  not,  what  action  should  be  taken? 

A.'  Yes,  and  if  not  repeated  exactly  as  sent  break  at  once 
and  notify  Dispatcher. 

Q.     To  whom   should  train   orders  be  addressed? 

A.    To  those  who  are  to  execute  them. 

Q.     By  whom  should  31  orders  be  signed? 

A.  By  those  to  whom  they  are  addressed  except  engine- 
man  and,  in  some  cases,  the  engineman  must  sign. 

Q.  In  what  cases  should  an  engineman  sign  a  31  form 
order? 

A.  When  running  light  without  a  conductor,  when  receiv- 
ing orders  at  a  point  not  a  train  order  office  or  at  a  closed 
office,  receipting  for  a  new  time-table,  when  an  order  is  sent  to 
a  train  at. a  point  not  a  train  order  office  or  one  that  is  closed 
in  care  of  an  engineman,  when  an  order  is  addressed  to 
engineman  of  a  helper  engine  to  run  after  cutting  out  when 
such  engine  is  coupled  in  a  train,  and  when  a-  31  form  order- 
is  received  for  a  train  that  has  been  cleared  or  the  engine  of 
which  has  passed  the  train  order  signal. 

Q.  When  signatures  to  31  orders  are  sent  preceded  by 
order  number  and  followed  by  the  train  number,  how  should 
Dispatcher  respond? 

A.  If  he  is  ready  to  complete  the  order,  respond  "Com- 
plete" or  "Com",  the  time  and  initials  of  the  Superintendent 
or  official  designated  to  sign  train  orders. 

Q.  After  receiving  and  writing  the  complete  on  an  order, 
how  should  it  be  delivered? 

A.  Deliver  a  copy  to  each  person  addressed  except  engine- 
man,  and  to  the  engineman  if  he  is  required  to  sign  the  order. 

Q.     By  whom  should  engineman's  copy  be  delivered? 

A.  Standard  Rules  leave  this  blank,  but  the  duty  is  gen- 
erally required  of  the  conductor. 

Q.  In  what  way  does  the  handling  of  the  19  form  order 
differ  from  that  of  the  31  form  order? 

A.  No  signatures  are  required  to  the  19  form  order  and 
if  it  will  not  take  the  operator  away  from  the  immediate 
vicinity  of  his  office  he  should  deliver  personally  to  the 
engineman. 

Q.  When  a  19  form  order  restricting  the  superiority  of  a 
train  is  issued  for  it  at  the  point  where  such  superiority  is 
restricted,  how  should  it  be  handled? 

A.  The  train  should  be  brought  to  a  stop  before  delivery 
is  made. 

Page  331 


Q.  If  all  orders  for  a  train  are  on  the  19  form,  how  should 
operator  deliver  them? 

A.  If  at  an  intermediate  station  on  single  track  fold 
them  inside  the  clearance  card,  if  one  is  required,  and  deliver 
from  the  office  side  of  the  main  track.  On  double  track  deliver 
from  outside  of  tracks  considering  direction  of  train  movement. 

Q.  If  operator  holds  both  19  and  31  form  orders  for  a 
train,  how  should  they  be  delivered? 

A.  Obtain  signatures  and  complete  to  31  orders  and  de- 
liver both  31  and  19  form  orders  to  conductor. 

Q.  Should  an  operator  sign  a  conductor's  name  to  a  31 
form  order,  get  complete  and  deliver  in  the  same  manner  as  a 
19  order  if  instructed  to  do  so? 

A.     No. 

Q.  Should  an  operator  send  a  conductor's  signature  in  ad- 
vance of  its  receipt  on  the  order  or  place  the  complete  or  any 
portion  of  the  complete  on  an  order  before  it  is  received? 

A.     No. 

Q.  Is  it  permissible  to  deliver  orders  to  a  brakeman  or 
allow  an  engineman  to  sign  a  conductor's  name  to  a  31  order? 

A.  No,  except  when  delivering  the  19  form  order  as  train 
passes.  Engineman  must  not  be  permitted  to  sign  conductor's 
name. 

Q.  Is  an  operator  required  to  place  his  signature  on  or 
send  his  signature  to  Dispatcher  in  handling  19  orders? 

A.  No,  only  sign  last  name  on  order  following  complete 
and  time. 

Q.  If  a  31  form  order  is  addressed  to  C&E,  Pilot  and 
Operator,  who  is  required  to  sign  it? 

A.    Conductor,  Pilot  and  Operator. 

Q.  Should  an  order  be  interlined,  underlined,  altered, 
scratched  or  erased  in  any  manner? 

A.  No,  except  the  operator's  copy  may  be  underlined  if 
the  order  is  to  be  relayed. 

Q.  In  writing  train  orders  should  words  and  figures  be 
connected  by  loops  or  lines  or  otherwise  flourished? 

A.     No. 

Q.  Is  it  permissible  to  surround  figures  in  train  orders 
by  circles,  brackets  or  other  characters? 

A.     No. 

Q.  In  sending  an  order  to  a  train  at  a  point  not  a  train 
order  office,  or  one  that  is  closed,  in  whose  care  may  it  be 
sent? 

A.  Any  reliable  employe,  but  it  is  generally  sent  in  care  of 
either  conductor  or  engineman,  but  such  orders  should  not  be 
addressed  in  care  of  No.  —  — ,  or  C  and  E  No.  . 

Q.     When  31  form  order  is  used,  how  should  it  be  handled? 

A.  Complete  will  be  given  upon  receipt  of  signature  of 
person  in  whose  care  it  is  sent,  and  sufficient  copies  supplied 
for  conductor  and  all  enginemen  of  train  addressed,  and  an  ad- 
ditional copy  upon  which  he  shall  take  conductor's  and  engine- 
man's  signatures  and  deliver  to  first  accessible  operator,  who 

Page  332 


must  transmit  signatures  to  Dispatcher  and  place  on  file.  The 
complete  to  person  in  whose  care  order  is  sent  is  sufficient  for 
conductor  and  engineman  addressed. 

Q.  Should  an  order  be  completed  to  an  inferior  train  before  signa- 
ture of  conductor  and  engineman  is  received  from  the  superior  train, 
when  fhe  order  is  sent  to  and  restricts  the  superior  train  at  a  point 
not  a  train  order  office  or  one  that  is  closed. 

A.     Mo. 

Q.  If  operator  receives  an  order  addressed,  for  example, 
to  "C&E  No.  2"  and  there  are  two  or  more  sections  of  No.  2, 
how  should  order  be  delivered? 

A.    To  each  section  of  No.  2. 

Q.  If  the  first  section  of  No.  2  is  by,  should  operator  ac- 
cept an  order  addressed  to  No.  2? 

A.    No,  it  must  then  be  addressed  to  the  sections. 

Q.  When  may  an  operator  repeat  or  give  the  X  response  to 
a  train  order  for  a  train  which  has  been  given  a  signal  per- 
mitting it  to  proceed  or  the  engine  of  which  has  passed  his 
train  order  signal,  or  has  been  given  a  clearance  where  one 
is  required? 

A.  Not  until  the  signatures  of  Conductor  and  Engineman 
have  been  obtained. 

Q.  May  signatures  be  taken  on  a  19  form  order  in  this  or 
any  other  case? 

A.     No. 

Q.  May  Dispatcher  authorize  an  operator  to  send  the  "X" 
response  or  repeat  an  order  for  a  train  that  has  been  cleared 
or  engine  of  which  has  passed  the  train  order  signal? 

A.     No. 

Q.  When  is  a  train  order  in  effect,  or  when  does  an  order 
become  a  holding  order  for  the  train  addressed? 

A.  When  it  has  been  either  repeated  or  X  response  sent, 
and  before  complete  has  been  given. 

Q.  Is  a  19  order  in  effect  after  it  has  been  repeated  or  X 
response  sent,  and  before  complete  has  been  given  the  same  as 
if  it  were  a  31  form  order? 

A.    Yes. 

Q.  Is  a  response  to  the  X  or  repeat  required  from 
Dispatcher? 

A.     No. 

Q.     How  should  the  order  be  treated  after  X'd  or  repeated? 

A.  As  a  holding  order  but  must  not  be  otherwise  acted 
upon  until  it  is  completed. 

Q.  If  line  fails  before  order  is  X'd  or  repeated,  how  should 
it  be  treated? 

A.    As  if  it  had  not  been  sent. 

Q.     When  and  how  should  an  order  be  X'd? 

A.    When    instructed    by    Dispatcher,    and    then    operator 

should  reply   (first  giving  office  signal  and  SD)   "X  Order  No. 

-  to  C&E  —        — "  with   the  initials  of  his  name  and 

office   signal,   writing   initials   and  time  in   place  provided   on 

the  blank.     When  telephone  is  used  give  station  name. 

Page  333 


Q.  If  an  order  has  been  X'd  when  must  it  be  repeated? 

A.  At  the  earliest  possible  moment  and  before  delivery  is 
made. 

Q.  When  may  a  train  order  be  completed  to  an  inferior 
train? 

A.  After  it  has  been  repeated  or  X  response  sent  by  the 
operator  receiving  it  for  the  superior  train. 

Q.  How  long  are  train  orders  in  effect? 

A.  Until  fulfilled,  superseded  or  annulled. 

Q.  How  is  an  order  superseded? 

A.  By  using  the  words  "instead  of". 

Q.     May   a   part   of   a   train   order   be   either   superseded   or 
annulled  without  effecting  the  remaining  portion  of  the  order? 
A.     Yes. 

Q.  What  becomes  of  all  orders  held  by  or  issued  for,  or 
any  part  of  an  order  relatitng  to  a  regular  train,  when  suoh 
train  becomes  more  than  twelve  hours  late,  or  is  annulled  (pro- 
vided the  orders  apply  only  within  the  territory  where 
annulled)  ? 

A.  They  become  void  to  that  train  and  when  held  by  an 
operator  should  be  filed  unless  addressed  to  other  trains. 

Q.  If  an  operator  holds  an  order  addressed  to  trains  an- 
nulling a  schedule  and  the  schedule  annulled  becomes  12  hours 
late  at  his  station,  how  should  he  be  governed? 

A.    File  it. 

Q.  With  the  exception  of  train  orders  issued  for  a  regular 
train,  and  such  regular  train  becomes  more  than  12  hours  late 
or  is  annulled,  or  the  annulment  of  a  schedule  that  has  become 
12  hours  late,  may  an  order  be  filed  without  first  being  an- 
nulled by  Dispatcher? 

A.     No. 

Q.  If  the  time  in  a  time  order  expires,  may  it  then  be 
filed  by  the  operator  if  addressed  to  a  train. 

A.    No,  not  unless  annulled  by  Dispatcher. 

Q.  Should  an  operator  accept  a  number  from  Dispatcher 
and  repeat  an  annulment  of  an  order? 

A.     No,  Dispatcher  should  send  the  order. 

Q.  How  should  operator  copy  the  order — across  the  face  of 
order  annulled  or  on  a  separate  blank? 

A.    Copy  on  separate  blank. 

Q.  What  notation  should  operator  place  on  his  copy  of 
the  order  annulled? 

A.  "Annulled  by  Order  No.  -  — ",  adding  date  if 

annulled  on  a  later  date  than  date  order  was  issued. 

Q.  If  an  operator  copies  the  annulment  of  an  order  and 
train  to  whom  it  is  addressed  approaches  before  complete  can 
be  obtained,  should  the  train  be  allowed  to  proceed? 

A.     No,  not  until  the  annulling  order  is  completed. 

Q.  If  an  order  is  addressed  to  two  or  more  trains,  may  it 
be  annulled  to  one  of  them  without  effecting  the  others? 

A.  Yes,  by  stating  "Order  No.  -  is  annulled 

to ". 

Page  334 


Q.  Tf  a  conductor  has  signed  a  31  order,  but  it  has  not 
been  completed,  may  it  be  annulled  to  the  operator? 

A.  Yes,  so  ruled  by  the  A.  R.  A.  However,  to  avoid  any 
controversy  owing  to  conductor  having  placed  his  signature  on 
the  order,  it  should  be  completed  to  the  train  and  then 
annulled. 

Q.     Should  an  order  be  addressed  to  "C&E  All  Concerned"? 

A.     No,  it  is  too  indefinite. 

Q.  If  a  train  is  authorized  by  rule  or  train  order  to  reg- 
ister by  ticket,  what  should  be  given  the  operator,  and  how? 

A.  A  register  ticket,  and  it  may  be  thrown  off,  if 
practicable. 

Q.  Should  an  operator  enter  the  contents  of  the  register 
ticket  on  the  register  and  then  report  the  train  from  the  reg- 
ister, or  report  from  the  ticket  and  then  enter  it  on  the 
register? 

A.  Always  enter  on  the  register  first  and  then  report  from 
the  register,  and,  if  a  regular  train,  state  kind  of  signals  dis- 
played, if  any ;  if  not,  say  "no  signals".  It  is  more  impor- 
tant to  say  "No  signals"  when  none  are  registered  than  to  say 
"green"  when  green  is  registered. 

Q.  If  register  ticket  is  not  properly  filled  out,  or  none  is 
left,  how  should  operator  be  governed? 

A.  Confer  with  the  Dispatcher,  get  the  necessary  informa- 
tion, register  the  train  properly  and  make  a  written  report  to 
the  proper  official. 

Q.  At  non-register  stations  should  a  record  of  trains  be 
kept? 

A.    Yes. 

Q.  How  should  an  operator  handle  an  order  reading  "Hold 
No.  10"  or  "Hold  Westward  Trains"? 

A.  Hold  as  directed  and  deliver  copies  to  Conductor  and 
Engineman  of  all  trains  held  until  an  order  is  received  ad- 
dressed and  completed  to  the  operator  annulling  the  hold  order 
or  stating  "No.  10  .may  go",  then  deliver  copies  of  the  annul- 
ment or  "may  go"  order  to  those  to  whom  the  hold  order  was 
delivered;  also,  deliver  all  other  orders  addressed  to  them, 
if  any,  and  a  clearance  card  with  all  order  numbers  thereon, 
if  such  is  required. 

Q.  Are  operators  required  to  make  a  transfer  when  reliev- 
ing each  other,  and  what  must  it  contain? 

A.  Yes,  it  must  contain  a  list  of  all  uuexpired  orders  and 
overdue  trains,  or  a  note  of  any  trains  in  the  yard  that  have 
been  cleared, 

Q.  Should  an  operator  handle  train  orders  without  a 
transfer? 

A.    No,  not  when  there  is  an  operator  to  relieve. 

Q.  If  there  is  nothing  to  transfer,  should  a  blank  transfer 
be  made? 

A.    Yes. 

Page  335 


Q.  If  operators  relieve  each  other  for  lunch  hour,  or  for 
any  period  of  time,  no  matter  how  short,  should  a  transfer  be 
made? 

A.    Yes. 

Q.  If  two  or  more  operators  are  on  duty  should  one  be 
assigned  to  train  order  work  and  continue  to  perform  that  duty 
until  relieved  by  another  and  a  transfer  made? 

A.    Yes. 

Q.  When  more  than  one  operator  is  required  for  train 
order  work  should  there  be  an  assignment  to  certain  wires 
and  if,  at  any  time  during  the  day  or  night,  it  becomes  neces- 
sary to  double  up  the  work,  should  the  operator  going  off  duty 
transfer  his  territory  to  the  one  on  duty? 

A.    Yes. 

Q.  If  later  it  becomes  necessary  to  divide  the  work  again, 
must  a  transfer  be  made  of  that  portion  of  which  operator  is 
to  be  relieved? 

A.    Yes. 

Q.     In  cases  of  this  kind,  are  two  transfer  books  necessary? 

A.    Yes. 

Q.  If  an  extra  is  created  by  Old  Example  3,  Form  G, 
(extra  scheduled  by  train  order)  does  the  extra  become  void 
when  more  than  12  hours  late  on  the  time  specified  in  the 
order  ? 

A.    No,  it  is  in  effect  until  fulfilled  or  annulled. 

Q.  Are  operators  permitted  to  complete  orders  for  Dis- 
patcher in  case  circuit  fails  and  unable  to  obtain  complete? 

A.  No,  not  unless  so  instructed  in  advance  by  the  Dis- 
patcher in  case  of  anticipated  circuit  failure. 

TRAIN  ORDER  SIGNAL. 

(Rule  221-A). 

Q.  What  is  the  normal  position  of  a  train  order  signal 
under  Rule  221-A  when  an  operator  is  on  duty? 

A.  Stop — both  semaphores  horizontal  and  red  light  at 
night. 

Q.     When  may  an  operator  indicate  proceed? 

A.  To  permit  a  train  to  pass  after  getting  orders  or  for 
which  there  are  no  orders. 

Q.  Is  a  train  permitted  to  pass  the  signal  when  stop  is 
indicated? 

A.     No. 

Q.  After  indicating  proceed  as  required  when  should  sig- 
nal be  placed  at  STOP  again? 

A.    As  soon  as  rear  of  train  has  passed. 

Q.     When  may  signal  be  fastened  at  proceed? 

A.    Only  when  there  is  no  operator  on  duty. 

Q.  When  necessary  to  issue  a  clearance  must  the  total 
number  of  orders  delivered  be  designated  on  the  clearance. 

A.    Yes. 


Page  336 


TRAIN  ORDER  SIGNAL. 

(Rule  221-B). 

Q.  What  is  the  normal  position  of  train  order  signal  under 
Rule  221-B  when  an  operator  is  on  duty? 

A.  Proceed — both  semaphores  at  an  angle  to  the  horizontal 
and  a  green  light  at  night. 

Q.     When  must  signal  be  placed  at  STOP? 

A.    When  trains  are  to  be  stopped  for  train  orders. 

Q.  After  receiving  the  signal  "31"  or  "19'  ,  followed  by 
the  direction,  what  must  be  done? 

A.  Display  the  stop  signal  in  direction  indicated  and  reply 
to  Dispatcher  "SD".  This  must  be  done  before  order  is  sent 
by  Dispatcher. 

Q.  When  may  signal  be  restored  to  "Proceed",  its  normal 
position? 

A.  Not  until  all  orders  for  trains  in  the  direction  gov- 
erned by  the  signal  have  been  delivered  or  annulled. 

Q.     How  may  a  train  proceed  while  stop  is  indicated? 

A.    By  obtaining  a  clearance  card  (Form  A). 

Q.  When  a  clearance  is  issued  must  the  total  number  of 
orders  delivered  be  designated  thereon? 

A.    Yes. 

TRAIN  ORDER  SIGNAL  AS  USED  ON  MANY 
RAILROADS. 

(Not  Standard). 

Q.     What  is  the  normal  position  of  train  order  signal? 

A.    Stop-^semaphores   horizontal,   red  light  at  night. 

Q.  Is  it  necessary  to  furnish  a  clearance  card  with  train 
orders,  the  numbers  of  all  orders  to  be  designated  thereon? 

A.     Yes. 

Q.  If  there  are  no  31  or  19  form  orders,  should  it  be  so 
stated? 

A.    Yes. 

Q.  If  there  are  orders  must  the  numbers  be  placed  on  the 
clearance  card  and  then  the  train  addressed  with  the  numbers 
of  orders  repeated  to  the  Dispatcher  and  an  O.  K.  with  time 
and  Superintendent's  initials  obtained  and  written  thereon  be- 
fore delivery  is  made? 

A.    Yes. 

Q.  After  a  clearance  has  once  been  O.  K'd.  by  the  Dis- 
patcher, may  order  numbers  be  added  thereto? 

A.  No,  the  old  clearance  must  be  destroyed  and  a  new  one 
made,  repeated  and  O.  K.'d.  in  regular  manner. 

Q.     When  may  a  train  be  given  a  proceed  signal? 

A.  If  there  are  no  orders  for  it  or  any  other  train  in 
the  same  direction,  after  engineman  calls  for  the  signal  by 
four  short  sounds  (or  after  giving  station  whistle,  if  rule  per- 
mits) he  may  then  place  semaphore  in  proceed  position. 

Q.     When  should  signal  again  be  placed  at  stop? 

Page  337 


A.    As  soon  as  the  markers  are  by  the  signal. 

Q.     How  is  a  closed  office  indicated? 

A.  Both  semaphores  at  proceed  and,  in  addition,  a  green 
light  at  night. 

Q.  When  both  semaphores  are  placed  at  proceed,  how 
should  approaching  trains  be  governed? 

A.     Pass  the  same  as  if  there  was  no  train  order  signal. 

Q.  If  signal  is  at  stop  when  train  arrives  and  it  is  de- 
sired to  close  office  before  train  leaves  the  station  how  should 
it  be  done? 

A.    Clear  train  with  a  clearance  card. 

Q.  Under  either  system  must  operator  have  proper 
appliances  on  hand  ready  for  immediate  use  should  the  fixed 
signal  fail? 

A.    Yes. 

Q.  If  operating  under  normal  STOP  and  the  fixed  signal 
fails,  how  should  operator  use  the  hand  signals? 

A.  Keep  a  red  flag  by  day  and  red  light  by  night  dis- 
played until  ready  to  give  a  proceed  signal,  then  remove  the 
stop  signal  and  display  the  proceed  signal  until  the  rear  of 
train  has  passed,  then  again  display  stop. 

Q.     If   operating   under   normal    PROCEED,  how? 

A.  Keep  a  proceed  signal  displayed  until  an  order  is  to 
be  received  for  a  train,  then  remove  the  proceed  signal  and 
display  STOP  until  orders  have  been  delivered,  then  again  dis- 
play PROCEED. 

Q.  Are  operators  permitted  to  use  the  authorized  abbre- 
viations in  Rule  223  in  a  train  order  when  not  so  sent  by 
Dispatcher? 

A.     No. 

Note:  Use  these  questions  and  answers  only  where 
the  use  of  the  19  form  order  is  permitted  in 
restricting  superiority  of  trains  and  numbers 
of  orders  are  required  on  clearance  cards  and 
same  to  be  checked  by  Dispatchers. 

Q.  If  there  are  no  orders  for  a  train  is  it  necessary  to  re- 
peat clearance  to  Dispatcher  and  obtain  O.  K.,  time  and  Super- 
intendent's initials  to  clearance  before  making  delivery? 

A.     No. 

Q.  If  there  is  one  or  more  orders  for  a  train  how  must 
operator  be  governed? 

A.  Fill  out  the  clearance  form  and  include  numbers  of  all 
orders  for  the  train  addressed  thereon,  then  repeat  train  and 
order  numbers  to  Dispatcher  and  obtain  O.  K.  and  time  with 
Superintendent's  initials,  writing  same  on  the  clearance  as 
sent. 

Q.  If  after  a  clearance  has  been  O.  K'd.  by  Dispatcher  may 
other  numbers  be  added  to  it? 

A.  No,  destroy  clearance,  make  a  new  one  and  handle  in 
the  same  manner  as  before. 

Page  338 


Q.  If  operator  does  not  repeat  numbers  of  all  orders  he 
has  for  the  train  to  the  Dispatcher,  and  Dispatcher  fails  to 
call  his  attention  to  it  and  gives  the  O.  K.,  is  he  responsible? 

A.  Yes  equally  responsible  with  the  operator  for  non- 
delivery of  the  order. 

Q.  If  operator  receives  a  19  form  order  restricting  a  train 
at  his  station,  how  must  delivery  be  made? 

A.    Stop  the  train  and  then  deliver  the  order. 

Q.  If  a  train  has  been  cleared  or  is  beyond  the  signal 
and  Dispatcher  desires  to  give  it  another  order,  must  he  as- 
sume the  responsibility  of  train  leaving  before  operator 
reaches  it? 

A.    Yes. 

Q.  If  under  conditions  of  preceding  question  it  is  a  re- 
stricting order  should  the  19  form  be  used? 

A.    No,  the  31  form  must  be  used. 

Q.  In  case  the  train  has  received  one  clearance  is  it  proper 
to  give  it  a  second  clearance  with  additional  order? 

A.  No,  only  in  extreme  cases.  The  first  clearance  should 
be  taken  up  and  a  new  clearance  covering  all  orders  delivered. 

Q.  In  issuing  orders  where  Dispatcher  must  know  posi- 
tively that  same  have  been  received  before  completing  to  in- 
ferior train,  must  the  31  form  be  used  if  any  doubt? 

A.    Yes. 

Q.  When  necessary  to  restrict  a  train  at  a  point  not  a 
train  order  office,  or  at  one  that  is  closed,  may  the  19  form 
order  be  used  for  the  train  to  be  restricted? 

A.    No,  the  31  form  must  be  used. 

Q.  When  reducing  a  time  order  may  the  19  form  be  used 
to  inferior  trains  holding  authority  to  move  under  such 
orders? 

A.     No. 

Q.  May  the  19  form  be  used  for  taking  receipt  for  new 
time-tables? 

A.    No,  the  31  form  should  be  used. 

Q.  WThen  restricting  a  train  that  has  been  cleared  or  the 
engine  of  which  has  passed  the  train  order  signal,  or  when  re- 
stricting a  work  extra  that  is  within  the  territory  where  the 
order  restricts  may  the  19  form  be  used? 

A.  No,  the  31  form  must  be  used  as  signatures  must  be 
obtained. 

Q.  If  operator  at  D  holds  an  order  giving  No.  2  right  over 
No.  1  to  D,  does  it  restrict  No.  1  at  D,  the  same  as  if  it  were 
a  meet? 

A.    Yes. 

Q.  If  the  right  order  is  used  and  at  the  time  No.  1  ap- 
proaches D  No.  2  is  not  yet  due  out  of  C  for  a  time  that  may 
permit  No.  1  to  clear  it  at  C,  may  operator  hand  the  19  order 
to  No.  1  without  stopping  it? 

A.    Yes. 

Q.  Does  a  time  order  restrict  at  a  station  until  the  time 
has  expired? 

A.     Yes. 

Page  339 


Q.  Must  operator  keep  a  carbon  copy  of  all  clearance  cards 
issued? 

A.    Yes. 

Q.  When  coming  on  duty,  no  operator  to  relieve,  or  any 
time  after  office  has  been  closed,  what  is  operator's  first  duty 
where  normal  position  of  signal  is  STOP? 

A.    Place  train  order  semaphores  in  stop  position. 

Q.  When  an  operator  holds  an  order  for  a  train  may  he 
clear  another  train  of  the  same  direction  with  train  order 
signal? 

A.  No,  as  he  can  not  be  sure  it  is  not  the  train  he  has 
orders  for.  Dispatcher  can  not  always  be  sure  which  train 
is  ahead. 

Q.  If  operator  at  D,  Diagram  4,  Plate  7,  page  74,  receives 
a  restricting  order  for  a  work  extra  working  between  C  and  E, 
when  may  he  send  the  X  response  or  repeat  the  order? 

A.  Not  until  he  receives  signatures  of  conductor  and 
engineman. 

Q.  If  operator  at  D  is  positive  the  work  extra  is  between 
C  and  D  and  the  order  restricts  them  only  between  D  and  E, 
when  may  he  send  the  X  response  or  repeat  the  order? 

A.  At  once  as  he  is  then  between  the  work  extra  and  the 
restricted  territory. 

Note:  If  there  is  another  line  by  which  the  work 
extra  may  move  under  flag  or  orders  to  op- 
posite side  without  passing  through  Station 
D,  then  operator  should  not  X  or  repeat  until 
signatures  of  conductor  and  engineman  are 
obtained. 

Q.  If  an  operator  clears  a  train  by  displaying  a  proceed 
signal  and  again  displays  a  STOP  signal  before  engine  passes, 
should  he  consider  the  train  held? 

A.     No. 

Q.  If  a  time-table  designates  a  train  order  office  and  train 
order  semaphores  are  removed  is  that  sufficient  to  close  the 
office? 

A.    No,  instructions  closing  the  office  should  be  issued. 


Page  340 


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